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GMDSS-GOC Course
Based by
IMO MODEL COURSE
(GMDSS GOC)
1.25+Compendium
Support Course
2010
GMDSS GOC .2
CONTENT
GLOSSARY 7
S1 GMDSS – INTRODUCTION 19
S6 81
DIGITAL SELECTIVE CALLING - DSC
S8 127
DSC TERRESTRIAL DISTRESS
COMMUNICATIONS
S 11 171
INMARSAT SATELLITES
GMDSS GOC .3
S 13 EPIRBs and SARTs 237
S 16 ANTENNAS 259
ANNEXES 275
GMDSS GOC .4
OPERATORS AND ACCESS CODES
ANNEX 3.9 INMARSAT MPDS HOME LAND EARTH STATION 293
OPERATORS AND ACCESS CODES
ANEXA3.10 INMARSAT MPDS REGIONAL LAND EARTH 294
STATION OPERATORS AND ACCESS CODES
ANNEX 4 INMARSAT – OCEAN REGIONS (AZIMUTH AND 295
ELEVATION)
Fig. A.4.1 Atlantic Ocean Region East Azimuth and 295
Elevation
Fig. A.4.2 Atlantic Ocean Region West Azimuth and 296
Elevation
Fig. A.4.3 Indian Ocean Region Azimuth and Elevation 297
Fig. A.4.4 Pacific Ocean Region Azimuth and Elevation 298
ANNEX 5 INMARSAT – ANTENNA POSITIONING 299
GMDSS GOC .5
Table A6.1 Telephone 2-digit Code Services 305
Table A6.2 Telex 2-digit Code Services 306
Table A6.3 INMARSAT A and INMARSAT B Telex
Fault Codes 309
Table A6.4 INMARSAT C Non-Delivery Notification
(NDN) failure codes 310
ANNEX 7 Table 7A. Telex command codes 314
BIBLIOGRAPHY 323
GMDSS GOC .6
GLOSSARY GMDSS
AAIC (accounting authority identification code): An unique code assigned by the ITU
to identify an accounting authority.
ARQ (automatic request repeat): The error correction process used in store-and-
forward messaging by which a receiver checks for errors in received data packets and
requests the sending end to re-transmit any packets which were received containing an
error.
Bit Error Rate (BER): used as a measure of the quality of reception by the MES of the
Bulletin Board of a TDM Channel.
GMDSS GOC .7
BPS (bits per second): A unit of measurement for speed of data transfer or throughput.
Bulletin Board (in a TDM channel): A data packet transmitted in each frame of a TDM
channel which contains information about the status of the Inmarsat-B/M, mini-M and C
network configurations and the current frame number, used by the MES as a timing
reference.
Bulletin Board Service (BBS): A notice board on which information can be exchanged
or posted for others to download.
Byte: One byte comprises eight bits and may represent either one alphanumeric character
or numeric information.
Class 3 Inmarsat-C MES: A Class 3 MES has two independent receivers, one for
receiving two-way Inmarsat-C messages, the other for receiving EGC messages.
Closed network: A private network, with access limited to registered users. The
Inmarsat-C system allows two types of closed networks: data reporting networks,
GMDSS GOC .8
identified by a Data Reporting Network Identification (DNID) code, and EGC
FleetNETTM networks, identified by an EGC Network Identification (ENID) code.
Commissioning: The process by which an MES is registered for use via the Inmarsat
network.
Data report (programmed unreserved, P): A short collection of data (up to 32 bytes in
three packets) which is transmitted by an MES at random times in unreserved time slots
of a signalling channel after receipt of a polling command from an operational centre.
Data report (reserved, R): A small amount of data (up to 32 bytes in three packets)
which is transmitted by an MES in reserved times slots in a signalling channel, in
response to an earlier polling command from an operational centre.
Data report (unreserved, U): A small amount of data (up to 32 bytes in three packets)
which is transmitted in unreserved time slots of a signalling channel by an MES to an
operational centre.
Data services: This is how a terminal may send and receive electronic messages such as
e-mail.
Differential GPS: A global positioning system used with Inmarsat terminals and based
on GPS satellites, with accuracy enhanced by the use of transmission of
differential corrections from suitably located shorebased radio beacons.
GMDSS GOC .9
Digital Signal: A signal which represents values in the form of binary numbers.
Distress alerting: A facility available on all maritime MESs, enabling the MES to send
distress priority messages through the Inmarsat system to a rescue coordination centre
(RCC). This is not available on the Inmarsat-mini-M network.
Distress priority message: This is a message prepared and sent with distress priority
using the Inmarsat system to a rescue co-ordination centre (RCC).
DNID: Data reporting Network Identification code. See data report (unreserved), data
report (reserved) and data report (pre-assigned).
EGC: The EGC (Enhanced Group Call) services provided in the Inmarsat-C system are
EGC SafetyNET EGC FleetNET and Inmarsat system messages.
Fax bureau service: A service offered by some private organisations and service
providers to send and receive fax messages.
Glonass: A global positioning system similar to GPS but using satellites of the former
Soviet Union.
GMDSS: The Global Maritime Distress and Safety System: the Inmarsat-A/B and C
systems are the only Inmarsat networks included in the GMDSS by the IMO International
Maritime Organisation.
Gold Franc (GF): A nominal currency used by LESs and accounting authorities to
calculate communication charges incurred by an MES. A fixed rate of exchange exists
between the GF and the nominal currency the SDR: 1 SDR = 3.061 GF.
GPS (Global Positioning System): System which provides the geographic location of a
vessel. This service uses American military satellites which have been made available for
civilian use.
Ground segment: The network of LESs which provide a link between the space segment
and the terrestrial telecommunication networks.
HSD: High-speed data. This service allows for data to be transferred at data rates of up to
64kbit/s.
IA5: International Alphabet 5 - a standard alpha- numeric character set, also known as
ASCII, based on 7-bit codes. Supports both upper and lower case characters.
Inmarsat: The operator of global mobile satellite communications, part of the Inmarsat
Ventures Ltd group of companies.
Inmarsat-A: The original Inmarsat system, which has been operating since 1982, based
on analogue techniques and capable of global two-way telephony, facsimile, data and
telex communications.
Inmarsat-C: A digital system based on a low-cost MES with low power consumption.
This system provides global two-way store-and-forward messaging, distress alerting,
EGC SafetyNETTM and FleetNETTM, data reporting and polling.
Inmarsat mini-M: Introduced in 1995, based on digital technology and capable of two-
way voice telephony, alerting, fax and data services. Operates only in the reduced
coverage offered by the spot beams
Inter-station Signalling Links (ISLs): These signaling channels are used between an
NCS and the LESs in its ocean region to pass system information around the system.
ISP (Inmarsat Service provider): An entity which establishes a contract with one or
more of the SPs to bill, promote and retail the services of the contracted SPs to end users.
It can be an alternative to an AA.
LAN (Local Area Network): A network which allows computers and printers to
communicate with each other, have access to and share expensive peripherals such as fax
servers, modem servers and centralized databases.
Land earth station (LES): The name used in the Inmarsat network for a shore-based
receiving and transmitting station which acts as an interface between MESs and the
terrestrial communications networks. LESs are owned and operated by service providers.
LES TDM channel: A TDM channel used by an LES to transmit system information and
data addressed to an MES.
Log in: The action performed on an Inmarsat-C MES to inform the NCS in an ocean
region that the MES is available for communications.
Log out: The action performed on an Inmarsat-C MES to inform the NCS in an ocean
region that the MES is not available for communication.
Member number: The number downloaded with a DNID to an MES, when the MES is
registered to a data reporting network.
Message channel: A channel assigned by the NCS for an MES to send a message
through an LES to its required destination.
Multi-channel MES: An MES which is capable of making more than one call at a time.
Most MESs are only single channel.
NAVAREA: One of 16 areas of sea as defined by the IMO, into which the world’s
oceans are divided for the dissemination of navigational and meteorological warnings.
See also METAREA.
NAVTEX: The low-frequency system developed by the IMO for the broadcast and
automatic reception of coastal MSI by means of direct-printing telegraphy.
NCS Common Signalling Channel: Also known as the NCS Common Channel. A TDM
channel used by the NCS to transmit system information and message announcements to
MESs.
Ocean region: The coverage area of an Inmarsat satellite within which an MES may send
and receive messages.
Option 1 stand-alone EGC receiver: A type of standalone EGC receiver which can
receive only EGC messages and cannot engage in non-EGC message transfer.
Option 2 stand-alone EGC receiver: This type of standalone EGC receiver may be
added to the antenna of an Inmarsat-A or B MES so that the vessel may meet its GMDSS
requirements.
Packet: An ‘envelope’ or block of data sent over a network; each packet contains
addressing information as well as the data being sent.
Protocol: A defined set of communications standards which lay down the parameters to
which all users must abide. Protocols in general use are X.25 and X.400.
SAR: Search-and-rescue.
SDR (Special Drawing Right): A nominal currency used by service providers and
accounting authorities to calculate communication charges incurred by an MES.
A fixed rate of exchange exists between the SDR and the nominal currency of the GF: 1
SDR = 3.061 GF.
Signalling channel (MES - LES): A random access TDMA channel, used by an MES to
transmit signalling information and data to an LES.
Signalling channels (MES - NCS): A random access TDMA channel, used by an MES
to transmit signalling information and data to an NCS.
SIM (Subscriber Identity Module) card: Used with Inmarsat mini-M, SIM cards are
easily installed and removed, allowing one terminal to be used by multiple users without
having complex billing arrangements.
Spot beam: A concentrated area offering coverage within the global footprint for
particular regions in the world.
TDM (Time division multiplex): The process by which multiple signals can share the
same communication channel, each using a different time slot.
TDM channel: The Inmarsat system uses different TDM channels, each transmitted on
an unique frequency. The TDM channels are used for system control and message
transfer to MESs. See LES TDM Channel and NCS Common Channel.
TDMA (Time Division Multiple Access): The process by which MESs communicate
with an LES or NCS.
Time slot: Basic unit into which one time frame of a TDM channel is divided.
UTC (Universal Co-ordinated Time): A term which, for practical purposes, has the
same meaning as Greenwich Mean Time (GMT).
Video conferencing: Video and audio communication between two or more people via a
videocodec (coder/decoder) at either end and linked by digital circuits.
WAN (Wide Area Network): A network which connects users over large distances,
often crossing geographical boundaries.
X.25: The communications protocol used on the national and international PSDN
networks to exchange digital data between devices attached to the network.
5-bit packed (also known as telex format or ITA2): A format based on 5-bit codes used
for sending alphanumeric characters to and from telex terminals.
7-bit ASCII: A format based on 7-bit codes used for sending the alphanumeric characters
of the ASCII character set.
8-bit data: A format based on 8-bit codes used for encoding information such as text,
national character sets and numerical information.
INTRODUCTION
As more detailed regulations became necessary for the shipping industry, the most recent
of International Conventions for the Safety of Life at Sea (SOLAS 1974) was adopted in
1974. the 1974 SOLAS Convention has become one of the main instruments of the
International Maritime Organization (IMO).
The distress and safety system used by most of the world’s shipping until 1992, as
defined by chapter IV of the 1974 SOLAS Convention and the ITU Radio Regulations,
required a continuous Morse radiotelegraphy watch on 500 kHz for passenger ships,
irrespective of size, and cargo ships of 1600 gross tonnage and upwards. The Convention
also required a radiotelephone watch on 2182 kHz and 156.8 MHz (VHF channel) on all
passenger ships and cargo ships of 300 gross tonnage and upwards. Although the system
has proven itself reliable over many years, its limitations of short range, manual alerting
and aural watchkeeping have become a matter of increasing concern. Advances of
technology led the IMO member governments to develop a new system based on modern
technology and automation.
The GMDSS
The new system called the Global Maritime Distress and Safety System (GMDSS). This
system was adopted by IMO in 1988 and replaces the 500 kHx Morse code system. The
GMDSS provides a reliable ship-to-shore communications path in addition to ship-to-
ship alerting communications. The new system is automated and uses ship-to-shore
alerting bye means of terrestrial radio and satellite radio paths for alerting and subsequent
communications. The GMDSS will apply to call cargo ships of 300 gross tonnage and
above, and to all passenger ships, regardless of size, on international voyages.
GDMSS Implementation
The GMDSS requirements for radiocommunications are contained in the new chapter IV
of SOLAS 1974 adopted at the GMDSS Conference held in 1988. There is a transition
period from the old to the new system in order to allow industry time to overcome any
unforeseen problems in implementation of the new system. The transition period began
on 1 February 1992 continues to 1 February 1999.
Governments have undertaken to ensure that the necessary shore installations will be in
place in order to provide the required communication services.
DSC provides automated access to coast stations and ships, in particular, for the
transmission and reception of both routine and distress calls, i.e., it is to be used as the
initial means of contact with other stations.
The DSC system allows for the name of the vessels in distress, the nature of the distress
and the last recorded position to be displayed or printed out on receipt of a distress alert.
DSC receivers sound an alarm when a distress call is received. Distress priority ship-to
shore DSC calls receive priority handling by coast stations and are routed to the nearest
Rescue Co-ordination Centre (RCC).
Functional requirements
The GMDSS is a largely, but not fully, automated system which requires ships to have a
range of equipment capable of performing the nine radiocommunication functions of the
GMDSS, viz:
A1. An area within the radiotelephone coverage of at least one VHF coast station in
which continuous DSC alerting is available. Such an area could extend typically 30 to 50
nautical miles from the coast station.
A2. An area, excluding sea area A1, within the radiotelephone coverage of at least one
MF coast station in which continuous DSC alerting is available. For planning purposes
this are typically extend to up to 150 nautical miles offshore, but would exclude any A1
designated areas. In practice, satisfactory coverage may often be achieved out to around
400 nautical miles offshore.
A3. An area, excluding sea areas A1 and A2, within the coverage of an Inmarsat
geostationary satellite in which continuous alerting is available. This area lies between
about latitudes 760 of latitude, but excludes any other areas.
A4. An area outside sea areas A1, A2 and A3. this is essentially the polar regions, north
and south of about 760 of latitude, but excludes any other areas.
Carriage requirements
Equipment carriage requirements for ship at sea now depend upon the sea in which the
ship is sailing. (In the past it was only dependant upon the type/or size of the ship).
Furthermore, ships operating in the GMDSS are required to carry a primary and
secondary means of distress alerting.
This means having VHF DSC as a primary system for a ship near coastal areas, backed
up by a satellite Emergency Position-Indicating Radio Beacon (EPIRB). A ship operating
in an offshore ocean area could have Medium-Frequency DSC, High-Frequency DSC or
Inmarsat satellite communications as a primary system backed up by a satellite EPIRB.
The type of equipment used in the primary system is determined by the sea area in which
the ship will be navigating.
The carriage requirements are defined in SOLAS chapter IV for the four sea areas. Table
S1-1 shows how the SOLAS Regulations would translate into the bare minimum carriage
requirements for the four sea areas. The majority of ships will, however, be fitted with a
more comprehensive radio installation.
Maintenance requirements
The means of ensuring the availability of equipment are determined by the sea areas in
which this ship sails (see chapter IV of SOLAS).
In sea areas A1 and A2, the availability of equipment shall be ensured by one of the
following strategies:
In sea areas A3 and A4, the availability of equipment shall be ensured by using a
combination of at least two of the above, as may be approved by the Administration.
1
The Administration may exempt ships constructed on or after 1 February 1997 from these requirements
Every ship shall carry personnel qualified for distress and safety radiocommunication
purpose to the satisfaction of the Administration. The personnel shall be holders of
certificates specified in the Radio Regulations as appropriate, any one of whom shall be
designated to have primary responsibility radiocommunications during distress incidents.
The provisions of the Radio Regulations require that the personnel of ship stations and
ship earth stations for which a radio installation is compulsory under international
agreements 2and which use the frequencies and techniques of the GMDSS shall include at
least:
The combined effect of the requirements for maintenance and personnel in the four sea
area is that there must be at least one GOC holder on board ships sailing in A2, A3 or A4
sea areas. The International Convention on Standards of Training, Certification an
Watchkeeping foe Seafares, 1978, as amended in 1995, requires that all deck officers shal
hold an appropriate qualification to operate VHF radiocommunication equipment; that is,
ROC standard on GMDSS ships or whatever international/national requirement
determine.
In those cases, particularly in sea area A1, where additional equipment, over and above
the minimum carriage requirements, is fitted, a higher standard of operator certification
may also be required in order to ensure that the operator knowledge requirements match
the actual equipment comprising the radio installation.
EQUIPMENT INTRODUCTION
The exact equipment fitted will include a selection from the following list
2
The SOLAS Convention.
3
An ROC covers only the information of GMDSS equipments required for GMDSS sea area A1, and does
not cover the operation of GMDSS A2/A3/A4 equipment fitted on a ship over and above the basic A1
requirements, even if the ship is in a sea area A1.
VHF DSC
Operates on channel 70 and is used for both distress alerting and for routine calling.
SART
Search and rescue radar transpoder operating on the 3 cm radar X-band (9.3-9.5 GHz).
Used to help search and rescue (SAR) units to locate survivors.
NAVTEX receiver
Used to receive maritime safety information (MSI) automatically by means of narrow-
band direct printing from selected stations, using 518 kHz, 490 kHz and 4209.5 kHz.
EPIRBs
Satellite emergency position-indicating radiobeacons operate on 406 MHz (including
121.5 MHz for homing by rescue aircraft) through the COSPAS-SARSAT network and
on 1.6 GHz (L-band Inmarsat-E) through the Inmarsat network. DSC EPIRBs operating
on VHF channel 70 may be used in sea areas A1. EPIRB transmission serve to identify
the ship in distress, to inform the RCC of a distress incidents and to help to determine the
position of survivors.
Used to monitor the DSC distress frequencies in the 2, 4, 6, 8, 12 and 16 MHz bands.
Also for routine calling or replying on the 2, 4, 6, 8, 12, 16, 18, 22 and 25 MHz bands.
MF/HF transceiver
With full R/T and telex facilities on all the Marine bands.
Note The DSC unit uses this equipment in order to transmit and to await a reply to a
routine call
Inmarsat-A/B
Used for voice, telex, data, video and facsimile communications.
Receiver, with a muted loudspeaker, which is used to listen for the two-tone alarm, upon
reception of which the mute is lifted to enable the distress call and message to be heard.
Fitted into the MF R/T transceiver, it produces the two-tone alarm signal for 1 minute to
alert others that a distress call and message is about to follow.
Functional requirements
Application
The GMDSS applies to vessels subject to the SOLAS Convention - that is:
Commercial vessels of 300 Gross Registered Tons (GRT) and above, engaged on
international voyages.
Commercial vessels under 300 GRT, or those above 300 GRT engaged on domestic
voyages only are subject to the requirements of their Flag State. Some Flag States have
incorporated GMDSS requirements into their domestic marine radio legislation - however
many have not.
The major difference between the GMDSS and its predecessor systems is that the radio
communications equipment to be fitted to a GMDSS ship is determined by the ship's area
of operation, rather than by its size.
Because the various radio systems used in the GMDSS have different limitations with
regards to range and services provided, the new system divides the world's oceans into 4
areas:
The GMDSS utilises both satellite and terrestrial (ie: conventional) radio systems.
Sea Area A1 requires short range radio services - VHF is used to provide voice and
automated distress alerting via Digital Selective Calling (DSC).
Sea Area A2 requires medium range services - Medium Frequencies (MF - 2 MHz) are
used for voice and DSC.
Sea Areas A3 and A4 require long range alerting - High Frequencies (HF - 3 to 30 MHz)
are used for voice, DSC and Narrow Band Direct Printing (NBDP - radio telex).
Equipment requirements vary according to the area the ship is trading to or through.
Accordingly, it is quite possible that a small 300 ton cargo vessel may carry the same
amount of communications equipment as a 300,000 ton oil tanker, if they are both
operating in the same area....this is a marked change from the pre-GMDSS systems.
General
The GMDSS enables a ship in distress to send an alert using various radio systems. These
systems are designed such that the alert has a very high probability of being received by
either shore rescue authorities and/or other vessels in the area.
Distress Alerts must be able to be initiated from the position from which the ship is
normally navigated (ie; the bridge).
EPIRBs are required to be installed close to, or capable of remote activation from the
position from which the ship is normally navigated.
Equipment to be carried
The SOLAS GMDSS regulations are structured such that all GMDSS ships are required
to carry a minimum set of equipment, with (basically) more equipment being required the
further the ship travels from land.
The SOLAS GMDSS regulations do not make particularly easy reading - a simplified
version of the equipment required to be carried for each sea area is detailed below.
Minimum requirements
Note 1 - in practice, this means that all GMDSS A3 and A4 vessels are required to carry
at least one Inmarsat C system.
Every ship engaged on voyages exclusively in sea area A1 shall be provided with the
minimum equipment specified previously, with the option to replace the 406 EPIRB with
a VHF DSC EPIRB.
Every ship engaged on voyages beyond sea area A1, but remaining within sea area
A2, shall be provided with the minimum equipment specified previously, plus:
These vessels have two options to satisfy their GMDSS requirements. The options allow a
vessel to choose from the primary method to be used for ship-shore alerting ;
Every ship engaged on voyages beyond sea areas A1 and A2, but remaining within
sea area A3 shall be provided with the minimum equipment specified previously, plus
either:
or
In practice, MF only transceivers are not produced - all marine MF radio equipment is
also fitted with HF facilities.
And of course what all that means is that 99% of A3 GMDSS ships, along with probably
100% of A1 and A2 GMDSS ships do not opt for at sea maintenance - they either
duplicate the equipment and use shore based maintenance (for A3 ships), or use shore
based maintenance only (A1 and A2 ships).
GMDSS ships operating in A3 areas are required to provide the following duplicated
equipment;
Many GMDSS ships opt for the latter option (1 Inmarsat C and one MF/HF DSC
system), on cost grounds. Unfortunately, this has proven to be one of the underlying
causes of the present extremely high false alerting rate on some GMDSS systems.
The batteries are required to have a capacity to power the equipment for 1 hour on ships
with an emergency generator, and 6 hours on ships not fitted with an emergency
generator.
Changeover from AC to battery supply must be automatic, and effected in such a way
that any any data held by the equipment is not corrupted (ie: "no break").
The First and Second Radio-Electronic Certificates are diploma and associate diploma
level technical qualifications. They are designed for Ship's Radio-Electronic Officers,
who sail on GMDSS ships which use the option of at-sea electronic maintenance.
SART is a self contained, portable and buoyant Radar Transponder (receiver and
transmitter).
SARTs operate in the 9 GHz marine radar band, and when interrogated by a searching
ship's radar, respond with a signal which is displayed as a series of dots on a radar screen.
Although SARTs are primarily designed to be used in lifeboats or liferafts, they can be
deployed on board a ship, or even in the water.
Operation
As the searching vessel approaches the SART, the radar display will change to wide arcs.
These may eventually change to complete circles as the SART becomes continually
triggered by the searching ship's radar.
Although not an actual SART response, this radar picture gives an impression of how a
SART signal would be displayed
Some slight position error will also be caused by the SART switching from receive to
transmit mode.
SARTs will also provide a visual and audible indication to users when interrogated by a
searching radar.
Range
The range achievable from a SART is directly proportional to its height above the water.
GMDSS vessels from 300 to 500 GRT are required to carry 1 SART, and vessels over
500 GRT are required to carry 2.
These units are designed to allow communications between searching vessels and
survivors in liferafts. They operate on the VHF marine band in voice mode. DSC
capability is not fitted.
Performance standards
GMDSS vessels from 300 to 500 GRT are required to carry 2 VHF portables, and vessels
over 500 GRT are required to carry 3.
Radio waves travel at the velocity of light, 300 x 106 metres per second. The relationship
between the velocity of light (c), frequency (f), and wavelength (λ) is :
c
f =
λ
i.e., longer wavelength corresponds to lower frequency, shorter wavelength to higher
frequency.
The radio waves is needed to carry the signal information efficiently and without
distortion. In the case of audio frequencies, which may range from about 50 Hz to 15
kHz, it would not be technically feasible to radiate the information directly from a
practical transmitter and antenna.
Higher frequencies can be radiated efficiently from antennas having dimensions typically
between a quarter and one wavelength. Thus, practical communication systems use a
radio wave to carry the audio or other (e.g., vision or data) information between the
transmitting and receiving sites.
Practical transmitter and radiating systems can be realized for radio waves with
frequencies above 15 kHz. The radio frequency spectrum is divided into several major
band :
Propagation
Mechanisms
Three main physical mechanism govern the propagation of radio waves from transmitter
to receiver in maritime radio communications :
Line – of – Sight
Propagation
Figure S3 – 1 shows a stylised terrestrial radio link. In general, the received signal is the
sum of a direct signal along path a, clear of the ground, and several reflected signals
along path such as b and c. Because a radio signal undergoes a phase reversal at the
reflection point, the theoretical situation is that the direct and reflected signals should
cancel out if the receiver antenna is at ground level. Since land has a poor ground
conductivity, total cancellation does not occur in practice, as a simple experiment with a
portable VHF FM receiver will show. However, the sea is a very good conductor, which
means that maritime VHF antennas should be mounted well above the sea in order to
avoid severe cancellation effects.
In principle, a transmitting antenna sited at the earth’s surface will set up a surface wave
which follows the curvature of the earth. The distance over which reliable
communication can be achieved by the surface, or ground wave, depends on the
frequency and the physical properties (i.e., ground conductivity and dielectric constant)
be established with useful efficiency where the wavelength is greater than several tens of
metres.
Seawater has highest conductivity and will support the propagation of a ground wave
with very little attenuation, in much the same manner as a metal plate. At the other end
of the scale, an arid desert provides very lossy ground conditions and will not support the
efficient propagation of a ground wave signal.
The significance of this form maritime communications is that long distance working is
possible at medium to low frequencies using only modest transmitter powers compared to
those for broadcasting at similar frequencies over land.
Within the frequency range of 1 – 30 MHz, ionospheric reflection is the controlling factor
in achieving long – distance communications by radio waves.
Because the ionization processes in the upper atmosphere that is responsible for this
effect is caused by the sun, it will be evident that the density of ionization will vary with
the time of day and the season of the year. The sunspot cycle, which takes approximately
11 years, also has an effect. Ionospheric storms and other disturbances occur from time
to time and – in extreme cases – can cause a communication black-out lasting for some
days.
In general, the net result is that, to communicate over a given distance, a higher frequency
is necessary when the density of ionization is high and a lower frequency when the
density of ionization falls.
The Ionosphere
There is a complex variation in the degree of ionization with height such that distinct
layers of more intense ionization are formed. The different layers result from different
parts of the ultraviolet spectrum. The heights of these layers vary from day to night and
with the seasons.
The most important layers for long – distance propagation of radio waves are :
- the E-layer at 120 km
- the F1 – layer at 200 km
- the F2 – layer at 300 – 400 km.
At night and at mid – winter the F1 and F2 layers combine to form a single F-layer at 250
km. This is a result of a gradual recombination of the ions and electrons back into the
atmospheric gas molecules during the night.
Below the E-layer is the D-layer, at a height of 50 – 90 km, which also has an influence
on propagation, but more as an absorber of radio waves than as a reflecting layer.
However, at VLF and LF frequencies the D-layer is sufficiently reflective to guide
signals between the ground and the bottom of the D-layer for several thousand kilometres
with little attenuation.
The effect is frequency – dependent, with a greater degree of ionization being necessary
to cause reflection as the frequency is increased. Usually the higher layers have the
greater degree of ionization and therefore reflect the highest frequencies. Because of the
greater mirror height, the communication range achieved by a single reflection will also
be greatest under these circumstances.
The solar radiation responsible for ionizing the atmosphere varies continuously from day
a night and between the seasons. Sunspot activity also has a strong underlying effect on
the degree of ionization. The level of sunspot activity varies over a cycle of around 11
years, with periods of maximum ionization occurring when the number of sunspot is at a
maximum.
Normally, the variation is predictable enough for the best frequency bands to be selected
for the intended communication path without difficulty.
Ionospheric Disruptions
Ionospheric storms are often preceded by sudden ionospheric disturbances (sids) when
intensely strong bursts of ultraviolet radiation from the sun produce intense ionization of
the low D-layer. When sids occur, waves are absorbed in the D-layer before reaching the
higher layers or are reflected over much shorter distances than usual, with the result that
long – distance communications will be blocked for hours at a time.
Circuit Reliability
In normal circumstances the selection of the optimum frequency for establishing and
maintaining communications is governed by the following considerations.
The maximum frequency which is reflected by the ionosphere over any particular path is
known as the maximum usable frequency (MUF). The MUF depends on:
The MUF varies according to which layer is responsible for reflection back to the earth.
For each layer, the highest MUF is obtained when the ray path leaves the earth
tangentially, so that the ray approaches the appropriate layer at as oblique an angle as
possible. As shown in Figure S3-2, this corresponds to an overall ground-to-ground
distance of about 4000 km (2200 nautical miles) for F2-layer propagation (path A); or
2500 km (1300 nautical miles) for E-layer (path B). Any rays leaving the earth at a
higher angle of elevation (path C) will penetrate the layer and not be reflected. To use
such ray angles, with consequently shorter path, it is necessary to reduce the operating
frequency (path D).
In general, the strongest signals (i.e., those with least attenuation) will occur using
frequencies just below the MUF, for the particular path distance and layer involved.
When a wave is sent vertically upwards (see Figure S3-3), the highest frequency for
which reflection by any particular layer will occur is termed the critical frequency, f0.
This frequency is much lower than the MUF = f0 / cos A is the angle of incidence of the
ray to the layer. At frequencies higher than f0, the waves will penetrate the layer and be
lost, but as the angle of radiation is progressively lowered an angle be reached where
reflection occurs (termed the critical wave angle). Signals can then be received at a great
distance (receiver Rx2 in Figure S3-3), and radiation at lower angles will be reflected to
even greater distances (e.g., receiver Rx3).
When the frequency is less than the critical frequency f0 there will, of course, be no skip
at all. This situation is often found for frequencies below 8 MHz.
The critical wave angle for a particular layer depends on the operating frequency and
decreases as the frequency increases. In consequence, the skip distance increases with
frequency. The MUF therefore represents a limit which must not be exceeded for the
receiver to remain in the area of reception just beyond the skip zone. The result is that
the skip distance extends towards the receiver as the operating frequency approaches the
MUF. The reflecting layer also absorbs HF radiation, and this effect decreases markedly
as the operating frequency approaches the MUF.
The combined effect is that, for any particular radio circuit, the optimum working
As the operating frequency is reduced, the reflection will occur in the lower layers of the
ionosphere. However, at lower altitudes, and in the D-layer especially, the energy in the
wave is subject to increased absorption caused by collisions between air molecules and
electrons which are set in motion by the radio wave. The effect increases at lower
frequencies, and the limit for any particular path is reached at the lowest usable frequency
(LUF).
While the MUF is determined solely by the physical properties of the ionosphere, the
LUF also has dependence on the radiated power and the receiver sensitivity over the
circuit, and can be controlled to an extent by attention to optimizing equipment and
antenna performance – hence the need to keep both equipment and antennas in good
condition.
An HF radio circuit can also be set up by multiple reflections between the ionosphere and
the ground. Variability and absorption increase with each reflection (or hoop), so single
– reflection (hop) path, as described above, is to be preferred for maximum circuit
reliability.
To avoid multiple – hop conditions it is advisable to aim for the MUF for the highest
ionospheric layer, in the expectation that this will normally exceed the MUF for the lower
levels and thereby avoid multiple reflections involving the lower layers.
Ionospheric absorption is much less at night than during the day and therefore the
attenuation of the lower HF frequencies is very little different from that of higher
frequencies during the day. Since the MUF at night over a particular path will generally
be less than half the daytime figure, this means that for night-time long-distance
communications it is possible to maintain considerably lower frequencies and still
achieve good reliability.
The MUF for a particular path is higher during the summer months than in the winter
months, but during ionospheric storms the MUF may become much lower for
transmissions in some directions but higher in other directions.
In planning the optimum traffic (or working) frequency for any particular time, season,
distance and direction, it is therefore necessary to take all of these variations into account.
The MUF can be predicted on a long – term average basis. The variations in MUF can be
up to a third higher or lower on a “normal” day-to-day basis and, in disturbed conditions,
the MUF can be less than half the predicted value.
The LUF is typically about half the MUF for maritime HF equipment, but this can vary
considerably.
The relationship of the different propagation mechanisms to the different frequency bands
is outlined below.
VLF
The radio wave follows the curvature of the earth’s surface and is known as a ground
wave. The range of a ground – wave signal is governed by the rate of loss of energy into
the ground, which in turn is governed by the value of ground conductivity. The
attenuation of the ground waves is least over seawater and greatest over dry rocky ground
or deserts.
VLF signals are reflected well by the D-layer of the ionosphere and, because the height of
the D-layer is of the same order of wavelengths at VLF, the net effect is of a waveguide
for VLF signals between the ground and the D-layer. The signal attenuation is very low
under these conditions and transmission paths up to 12000 nautical miles are possible.
Large antenna arrays are normally used at VLF with very high output transmitter powers
(750 kW) to give virtually world-wide coverage. VLF transmissions are therefore only
LF
At LF, ground-wave propagation predominates, as with VLF, but, due to the higher
frequency, the range is reduced, particularly over land, due to the relatively greater
attenuation effect of poor ground conductivity as the wavelength is reduced, particularly
over land, due to the relatively greater attenuation effect of poor ground conductivity as
the wavelength is reduced. The wave-guide effect between the ground and the D-layer
still applies at LF, and conditions are, in fact, more stable than at VLF. There is also an
improvement as regards lower background noise levels at LF. However, the path
attenuation is higher.
Ranges of one two thousand nautical miles are possible at LF but, again, large antennas
transmitter output powers are required.
MF
A coast station can achieve good ground-wave coverage for voice communications up to
300 nautical miles. Ship stations, with less powerful transmitters and less elaborate
antenna systems, can usually expect reliable ground-wave communications up to 150
nautical miles for voice communications and 300 nautical miles for DSC/telex.
HF
The D-layer of the ionosphere has little effect above 4 MHz and long-distance
propagation is by reflection from the E- or F-layers. In general terms, the higher the HF
band used, the greater the range. This is because the higher the frequency, the further the
wave has to pass into the ionosphere before it undergoes sufficient bending to be returned
to earth. To a first approximation, therefore, the situation is that the higher the frequency,
the greater will be reflection (mirror) height and so the greater will be the potential range.
The best policy for reliable HF communications is to use the highest frequency consistent
with the length of the radio circuit using a single reflection. The angle at which a radio
wave enters the ionosphere is also an important factor, with reflection occurring at a
lower height for oblique incidence compared to vertical incidence (see Figure S3-3).
The highest frequency which can be used to communicate between two fixed points by
sky-wave propagation is known as the maximum usable frequency, MUF. Since this
frequency puts the receiver on the edge of the skip distance, it is better to use the lower
frequency of 0,85 x MUF, termed the optimum traffic frequency, in order to improve
reliability. Note, however, that theh preferred choice of channel may already be in use.
At night, due to changes in the ionosphere, the situation changes as the F1 and F2 layers
merge and the heights of the E and F layers fall. The general result is tahta, to cover the
same range at night it is necessary to halve the operating frequency; e.g., a link from
Portishead to Capetown during daytime is possible on 22/25 MHz, but during the night
the 12 MHz bands would be the first choice.
When transmitting east – west, the signal may pass from daytime to night-time
conditions, and it may be very difficult to establish effective communications. One
strategy is to estimate the optimum transmission band according to the day/night
conditions at the midpoint of the radio circuit. The best course of action may be to wait
until the entire path between the two stations is in daylight or darkness.
For satellite communications an unobstructured view of the satellite is required, and the
Ship Earth Station antenna must mounted to achieve the best view possible.
For terrestrial communication the range depend upon the heights of both the transmitting
and receiving antennae.
Because of a slight bending effect on radio waves in the troposphere, caused mainly by
water vapour, the radio horizon is in fact greater than the optical horizon by a factor of
4/3.
Taking this factor into account, the maximum range at sea is given by the formulae:
Range in NM = 4 × Tx ( ft ) + Rx ( ft )
Range in NM = 2, 22 × Tx ( m ) + Rx ( m )
Range in km = 4,12 × Tx ( m ) + Rx ( )
where Tx and Rx are the heights of the transmitting and receiving antennae above sea
level, measured in feet or metres as indicated.
b c
S→
~
radio paths
Figure S3.2 Sky wave radio paths; Figure S3.3 HF communication paths
Basic Transmitter
The radio frequency generator produces the carrier, i.e., the frequency on which we wish
to transmit.
The modulator is used to combine the information signals from the microphone or the
telex with the carrier. The type of modulation may be amplitude (AM), frequency (FM)
or phase (PM). This modulated signal is then amplified within the transmitter and fed to
the antenna.
The antenna requires tuning to carrier frequency so that it will radiate efficiently.
Antennas made from wire elements radiate most efficiently when they are one quarter of
a wavelength long.
It is not practicable on board ships to install an antenna which is physically the ideal
length over all of the MF or HF bands. However, the electrical length of the antenna can
be lengthened or shortened with respect to its physical length by the introduction of extra
radio – frequency circuit elements, inductors and capacitors, in an Antenna Tuning Unit
(ATU).
In most modern equipment, this is achieved automatically by pressing the <Tune> button
before actual transmission. A signal strength meter which measures antenna current
gives a visual indication of transmission. Most equipment allows for Manual tuning
mode on 2182 kHz in case the automatic tuning fails. Individual manufacturer’s manuals
should be consulted for further details. The default 2182 kHz setting need only be carried
out upon installation or if your antenna is moved or changed
Antenna
Radio Frequency
Generator Modulator Amplifier
Oscillator
Synthesiser
The wanted signal is received by tuning the input to the receiver to the wanted frequency.
Received signals vary greatly in strength due to a number or factors, e.g.,
(c) Variations in the ionosphere which may affect signals on MF at night or on HF at any
time – polarisation fading.
(d) Simultaneous reception by ground and sky waves on MF at night which may
constantly vary in strength or phase and interact with each other – interference fading.
(e) On the HF bands, signals can reach the receiver having taken different paths, again
causing interference fading.
The radio frequency <Gain> or <Sensitivity> control allows manual adjustment of the
input amplifier so as to set up the gain to suit conditions. Continual adjustment of the
gain control may be necessary if fading occurs, in which case the Automatic Gain Control
(AGC) can be switched, thereby taking over from manual control, i.e., the AGC holds the
output at a nearly constant level even though the input may fluctuate widely.
Alternatively, the actual frequency can be keyed in. If it becomes necessary to re-tune to
a station only a few kilohertz away, then the up/down <Tune Arrows> can be used.
The setting of the <mode> control is dependant upon the type of modulated signal being
received, i.e., on the mode of emission (see Article 4 of the ITU Manual for use by the
Maritime Mobile and Maritime Mobile – Satellite Service).
Modulation
Modulation is the mechanism whereby a radio-frequency carrier wave is used for the
transmission of information. In the maritime context the type of information carried is
mainly speech or data. The information modulated on to the carrier wave appears as
additional frequencies, around the carrier frequency, known as sidebands (see page S4-4).
The simplest form of communication is Morse code, sent by switching the carrier on and
off in a sequence of “dots” and “dashes”. This type of transmission is known as mode of
emission A1A, and there are no information sidebands as such; the information content
is determined purely by the keying sequence applied to the transmitter. Although very
efficient in terms of the range achieved for a given transmitter power, the rate at which
information can be sent is relatively low : 20 to 25 words per minute is a good
commercial rate for a ship using radiotelegraphy. Morse code can also be sent using an
audio tone, keyed on and off, to modulate the carrier wave, e.g., modes of emission A2A
and H2A.
Most communications on MF and Hf now use single-sideband (SSB) techniques for both
speech and NBDP/telex transmissions. In a double-sideband (DSB) transmission more
than two thirds of the transmitter output power is contained in the carrier, which contains
no useful signal information. Also, the upper and lower sidebands contain the same
information.
By eliminating the duplicated information in the lower sideband, along with the carrier,
the transmitter efficiency is greatly increased. In effect, the space taken up within the
frequency band is reduced and so more stations can transmit.
A.M.
fc
F.M.
F1B Telex
fc
A narrower bandwidth for the transmitted signal means that less noise and interference
(both man-made and natural) is apparent at the receiver, resulting in a relatively smaller
masking effect on the wanted transmission. Also, the transmitter power is used more
efficiently. The net effect is that, for the same transmitter power, the effective range of a
transmission will be greatly extended by using a narrow-bandwidth method of
modulation such as SSB.
After full implementation of the GMDSS, all maritime MF/HF voice communication will
use the J3E mode of emission, i.e., SSB, suppressed carrier. At present, transmissions on
2182 kHz may still use the H3E or R3E modes of emission, i.e., single-sideband with full
or reduced carrier, respectively. The bandwidth of a J3E mode voice transmission is 2.8
kHz (note that if the assigned frequency of a J3E transmission is quoted it will be 1.4 kHz
above the carrier frequency).
DSB (A3E) transmissions are used by LFMF/HF broadcasting stations with a bandwidth
of 9 – 20 kHz, depending on local standards. Some broadcasting stations incorporate
useful weather forecasts in their programme output.
NBDP/telex can be transmitted using SSB modulation, mode of emission J2B. The
assigned frequency of the transmission is defined, in this case, as the centre frequency
between the mark and space sideband frequencies, i.e., 1700 Hz above the carrier
frequency. A type of frequency modulation, “frequency shift keying” (FSK), can also be
used for NDBP/telex, in which case the transmitted frequency shifts by ±85 Hz about the
carrier frequency. This is described as mode of emission F1B; note that the assigned
frequency and the carrier frequency are the same in F1B mode transmissions.
Because the two sideband frequencies are 85 Hz above and below the J2B mode assigned
frequency or the F1B mode assigned/carrier frequency, it can be seen that the modes of
emission J2B and F1B are essentially identical for two-tone NDBP/telex transmissions
9see page S4-4). However, it is still essential to check which frequency (assigned or
carrier) and which mode (J2B or F1B) has been quoted. If either J2B or F1B mode is not
available on the equipment being used, then it may be necessary to offset the tuning by
1700Hz from the quoted frequency to compensate for the difference between the j2B
assigned frequency and the F1B assigned carrier frequency. The manufacturer’s
handbook should be consulted to confirm how the tuning and mode controls interact.
Depending on the type of equipment in use, it may also be necessary to optimize the
<Bandwidth> control to match the mode of emission. Many modern receivers set the
bandwidth automatically in line with the <Mode> control setting. However, if the
bandwidth has to be set separately then it is necessary to appreciate that J3E
transmissions require a bandwidth setting of 100 Hz is optimum for Morse transmissions.
If the bandwidth is set too wide for the mode of emission then more noise will be
apparent. Also, greater interference from unwanted stations an adjacent frequencies will
be received, thus degrading the reception quality of the wanted station.
Frequency / phase modulation generates several sidebands above and below the carrier
for each modulating frequency, depending on the depth of modulation. Thus the
occupied channel bandwidth for a frequency – modulated transmission is wider than
needed for the equivalent J3E amplitude-modulated transmission (2.8 kHz)
In satellite systems several complex analogue and digital modulation methods are used
but, being automated systems, the technicalities involved are hidden from the operator.
4.1.3. Find and write down the VHF duplex working channels
for public correspondence assigned to Constantza Radio.
3. What is the factor which determines the range of transmission on the Marine
VHF band ?
Distress and safety communications in the GMDSS rely on the use of radio
communications through terrestrial MF, HF and VHF links and through satellites.
The transmission of a distress alert in the GMDSS indicates that a ship, aircraft or
other vehicle or a person, is in distress and requires immediate assistance. Distress
alerts in the GMDSS must provide the identification and position of the station in
distress.
The distress alert consists of a Digital Selective Call, using a distress call format,
in the bands used for terrestrial communications or a distress message format
transmitted through a satellite system. The distress alert may only be sent on the
authority of the master or other person responsible for the ship, aircraft or other
vehicle carrying the radio station.
Ship-to-shore distress alerts in the GMDSS are used to alert RCCs via coast
stations or coast earth stations that a ship is in distress and may use:
(a) Digital Selective Calling (DSC) techniques in the MF, HF and VHF
bands;
(b) lnmarsat-A, -C or -B transmission
(c) EPIRB signal
Ship-to-ship distress alerts in the CMDSS are used to a!ert ships in the vicinity of
the ship in distress and are based on the use of DSC techniques in the VHF and
MF bands. If warranted by circumstances, the HF bands rnay also be used.
The terrestrial elements of the GMDSS are based on the use of Digital Selective
Calling (DSC) for distress and safety communications. The DSC distress
alert contains both the distress call and the distress message and provides for self-
identification, ship's position (including time) and the nature of distress. The
detailed procedures for DSC distress and safety communications are described in
Section 6.
Distress alerts sent through satellite systems operating in the CMDSS must use
either general communication channels (i.e., lnmarsat-A, -B and -C) with absolute
priority or exclusive distress and safety frequencies (i.e., EPIRBs).
Ship-to-shore distress alerts sent via satellite are routed immediately to an RCC,
which then initiates a shore-to-ship distress alert relay.
Distress alerts sent through an EPIRB (see section 13) are notified by the system
operator to an appropriate RCC, which then initiates a shore-to-ship distress
alert relay.
In the GMDSS, coast stations and RCCs bear the primary coordinating the
response to a distress alert and for organizing any subsequent search and rescue
operations.
A coast station or appropriate coast earth station which receives a distress alert
must ensure that the information is routed as soon as possible to the appropriate
RCC. The distress alert then has to be acknowledged as soon as possible by the
coast station, or by the RCC through coast station or an appropriate coast earth
station.
The preferred sequence of events in the GMDSS is that the DSC acknowledgement to
a DSC distress call is transmitted by an appropriate coast station. This is because
acknowledging by DSC has the effect of halting further transmissions of the DSC
distress call from the station in distress.
The normal expectation would be that the RCC has been informed and it is safe for
the DSC distress call to be terminated.
A distress alert relay should normally be transmitted only when the method or
frequencies, or both, used to transmit the original distress alert were such that ships in
the area of the distress incident would otherwise be unaware of the plight of the
station in distress.
The distress alert relay must contain the identification of the station in distress, its
position and all other information that might assist rescue operations.
In ideal circumstances, ship stations should operate according to the directions of the
coast station or RCC which has acknowledged the alert or transmitted a distress
alert relay.
The immediate course of action to be take on board a ship which has received a
distress alert or distress alert relay is to inform the master or other person responsible
for the ship of the contents of the distress alert; monitor the appropriate frequency for
the follow up communications; and prepare to acknowledge the distress alert by the
appropriate means.
Remember that the acknowledgment by DSC stops any further transmission of the
DSC distress call from the station in distress. It is therefore essential that a ship
station in receipt of a DSC distress call allows sufficient time for a coast station to
send a DSC acknowledgement to the distress call before assuming the
responsibility of acknowledging by DSC itself.
MAYDAY
the CALL SIGN or other IDENTIFICATION of the station sending the
distress message ( repeated 3 times )
DE
RRR
MAYDAY
In the special case of receiving a DSC distress call only on the HF bands the ship
station must not make any immediate acknowledgement but is required, in
addition to maintaining a watch for a DSC acknowledgement from a coast station,
to set watch on the most suitable R/T (or NBDP) HF distress and safety traffic
frequency. The frequency guarded would be chosen from the bands on which the
DSC distress call was received.
In areas where are reliable communications with one or more coast stations, ship
stations should defer acknowledgement of an R/T distress alert for a short interval
in order to give time for the coast station to acknowledge the distress alert and to
broadcast further instructions. This would usually be the case in sea areas A1 and
A2.
The GMDSS makes special provision for urgency and safety communications.
Urgency messages concern the safety of a ship, aircraft, vehicle or person. In
particular, communications related to obtaining medical advice may be accorded
urgent status. Safety messages concern important meteorological or navigational
information. The general procedures for urgency and safety communications,
including medical transports and obtaining medical advice, are described further in
sections 6 and 9.
The search and rescue communications and on-scene communications which take
place while the rescue operation is in progress also count as distress traffic and may
use GMDSS distress and safety frequencies. However, it is essential that good
communications discipline is maintained throughout the duration of the distress
incident.
Purpose of DSC
Digital Selective Calling provides automated access to coast stations and ship.
The message information is stored in the receiver and can be displayed or printed
out following receipt. Four levels of priority-distress, urgency, safety and routine-
are available for DSC calls. At the coast station, ship-to-shore distress calls
receive priority handling and are routed to the nearest Rescue Co-ordination
Centre (RCC). On board ship, DSC receivers sound an alarm when a distress call
is received.
DSC Concept
DSC channels have been allocated in the 2, 4, 6, 8, 12 and MHz MF/HF bands
and on VHF channel 70.
All DSC calls automatically include phasing signals, error-checking signals and the
identity (MMSI number)of the calling station. The protocol includes an initial dot
pattern which is used to alert scanning receivers that a DSC call is imminent. Other
information can be added, either manually or automatically. The actual information
added is dependent upon the purpose of the call.
The DSC call is set up by entering information, using the command menu of the
DSC controller that that is attached to, or incorporated into, the transmitter.
MMSI Numbers
Each ship station has its own unique nine-digit Maritime Service Identity
(MMSI) which is included automatically in each call. Included in the MMSI
number are the Maritime Identification Digits (MID) which identify the
country licensing/controlling the station.
Three types of MMSI numbers are in common use to identify individual ships,
groups of ships and coast stations.
Other codes make provision for “All Ships” calls or calls to ships in particular
geographical areas.
The MMSI number is used to form the international subscriber number of Inmarsat
–B, -C and –M ship earth stations. Because of the way the MMSI is translated to a
sattelite terminal number, suitable MMSIs are limited to those with three trailing
zeros.
To avoid exhausting the supply of MID numbers too rapidly, MMSI numbers with
three trailing zeroes should only be assigned to ships which expect to have
In practice, most Administrations assign MMSI numbers with three trailing zeroes
only to zeroes only to vessels subject to the SOLAS Convention.
Other ships which require acces to such networks on a national or regional level are
assigned MMSIs with only one or two trailing zeros.
Operational procedures
On the MF and HF bands, one frequency in each band is allocated for distress,
urgency and safety purposes. These frequencies are programed into the DCS
equipment for selection when neccesary ; also in each band there are national and
international call and reply frequencies for routine calling. Whenever possible,
national channels should be used for routine calls;e.g., on MF, 2187.5 kHz is used
only for distress/safety 2189.5 kHz is used for internationally for ship/ship calls and
shore/ship calls.
On the VHF band, channel 70 is used for distress/safety as well as routine calling.
In the case of a routine “All Ships” call the power output should not exceed 1 W.
An example situation would be to contact a nearby ship. Some DSC installations
have provision to reduce the power level from 25 W to 1 W automatically.
The actual band chosen will depend upon the distance involved. A list of DSC
frequencies is given in section 18 and is usually to be found in
manufacturers’manuals.
Ship stations should not repeat a call attempt to a coast station until after an interval
of at least 5 minutes when using manual procedures. In the case of ship stations
using the semi-automatic/automatic DSC option, the minimum interval for the first
repeat call is 5 seconds on VHF or 25 seconds on MF/HF. Alternative frequencies
may be used for the repeat call attempt, if appropriate. The ship station call may be
repeated again, but not until at least a further 15 minutes have elapsed.
(1) tune the transceiver to the appropriate DSC channel/frequency for the
call ;
(2) set up the ship station DSC controller using the following general
procedure (see manufacturers’manuals for specific guidance):
- select the format for calling a specific station
- enter address (identification) – MMSI of called station
- select category of the call – routine or ship’s business
(ship station MMSI is entered automatically)
- select type of subsequent communication – R/T or NBDP
- enter proposed working channel information if calling another ship (no
proposal is normally made when calling a coast station since it is the responsibility
the called coast station to indicate a vacant working channel in its
acknowledgement)
- select end-of-sequence signal – usualy the signal RQ, which means that a
mandatory acknowledgement is required, when calling a specific coast station or
ship station (the called station terminates its acknowledgement with the signal BQ)
- press <Call>
- Routine DSC messages should be acknowledged using DSC either on the
same frequency or on the appropriate paired frequency, either manually (within 41/2
minutes) or automatically.
If it is not possible to use the working channels suggested in the call, this should be
indicated in the acknowledgement. If no channel is mentioned , as would normally
be case when calling a coast station, suitable frequencies or chanels should be
proposed in acknowledgement.
Following agreement on, and transfer to, the working frequencies/channels the
called station prepares to receive the traffic.
N55 05 W003 02
550N 550N
030W 010W
550N 550N
030W 010W
In some countries, DSC can be used to obtain an automatic telephone call through
suitably equiped coast stations. The initial DSC call should take place on a general
DSC calling frequency or channel 70 VHF.
The DSC message format is used to set up an automatic connection into the PSTN
and select appropriate public correspondance working channels for the subsequent
telephone traffic. The required subscriber number is included in the initial call to
the coast station and the coast station replay indicates the working channels to be
(1) tune the transceiver to the appropriate DSC channe/frequency for the call;
(2) set up the ship station DSC controller, using the following general procedure
(see manufacturers’ manuals for specific guidance) :
The coast station will then acknowledge by DSC. The call will be repeated
automatically if an error-free acknowledgement is not received from the coast
station within 5 seconds on VHF, or 25 seconds on MF/HF. Further repetitions to
the same coast station should only be initiated by manual control, and should be
delayed for at least another 15 minutes (see also page S6-4).
If working channels are free, the coast station equipment will also instruct the ship
station DSC controller to commence operations on the working channels selected
by the coast station. The coast station equipment will then dial the subscriber
number and complete the telephone connection with the ship station.
If the coast station send the “unable to comply” signal then, depending on the
installed coast station facilities, the delay may last no longer than necessary for the
problem (e.g., traffic queues or subscriber line busy) to clear. The fully automated
from of the service has provision for repeated connection trials by the coast station
for up to 15 minutes.
In the event of a failed call, another attempt will have to be initiated by the ship
station but not until at least 151/2 minutes have elapsed since the previous attempt.
DSC equipment has a in-built test facility which should be used daily but without
radiating signals.
A weekly live test should also be carried out by calling a suitable coast station with
the indication that it is a test call. The call must be clearly identified as a test
transmission and the test frequency/channel should always be monitored to ensure
that it is free before the test commences.
N.B. Equipment tests on the exclusive DSC distress and safety calling frequencies
be avided using other methods as far as possible. In any event, live test
transmissions on the VHF DSC calling channel (channel 70) are NOT permitted.
If general-purpose DSC calling facilities are not available through the nearby coast
station, then an MF/HF DSC distress and safety calling frequency may be used for
the test; the call would be classed as a “safety” call in these circumstances.
The coast station will acknowledge the DSC test call but no further communication
will normally take place.
In sea area A1, channel 70 would be used in the first instance to transmit a distress
alert. In sea area A2, 2187.5 kHz and channel 70 could be used. In sea areas A3 and
A4, 8414.5 kHz would be used in the first instance or a multi-frequency call
attempt should be used; 2187.5 kHz would then be used to alert ships in the
vicinity.
MAYDAY
THIS IS
MMSI and CALL SIGN/IDENTIFICATION of ship in distress
POSITION (if not included in the DSC distress alert)
NATURE OF DISTRESS AND ASSISTANCE WANTED ANY OTHER
USEFUL INFORMATION
Every ship at sea shall maintain a continuous DSC watch as appropriate to the sea
area in which the ship is salling. The DSC watchkeeping frequencies are:
(a) channel 70
(b) 2187.5 kHz
(c) 8414.5 kHz and other HF frequency, selected according to the time of
day, the season of the year and the distance from appropriate coast stations.
Those coast stations maintaining a continuous watch on the DSC distress and safety
frequencies are listed in the GMDSS Master Plan, the ITU List of Coast Stations
and in various national publications, e.g., the ALRS Vol.5.
Upon receiving a DSC distress alert, all stations should cease all transmissions,
monitor the DSC distress and safety frequency on which the call was received and
set watch on the R/T and/or NBDP distress and safety traffic frequencies in the
same band. The DSC distress alert contains information under “subsequent
communications” which indicates whether R/T or NBDP is to be used for
subsequent distress communications.
R/T Telex
2182 KHz 2174.5 KHz
On receiving a DSC distress alert, the coast station or coast earth station
communicates the information as soon as possible to the appropriate RCC. The
distress alert has then to be acknowledged as soon as possible by the coast station
or by the RCC via a coast station or an appropriate coast earth station. A coast
station receiving a distress alert on an MF or HF DSC distress calling frequency
should acknowledge in a target time of 1 minute and should not take longer that
23/4 minutes. A VHF DSC distress alert should be acknowledged as soon as
posible.
A coast station acknowledging a DSC distress alert shall acknowledge on the same
DSC distress calling frequency or channel on which the call was received.
The acknowledgement by DSC should be addressed to “All ships” and include the
identification of the station in distress using the following message format:
Format Specifier: ALL SHIPS
Category: DISTRESS
Self Identification: MMSI (of transmitting station)
Telecommand : DISTRESS ACKNOWLEGEMENT
Message : REPEAT OF ORIGINAL ALERT
INFORMATION∗∗
-MMSI (of station in distress)
-NATURE OF DISTRESS
The distress alert relay by DSC is addressed, as appropriate, to all ships, to selected
group of ships, to a geographical area or to a specific ship, and transmitted using the
following format :
INDIVIDUAL STATION
(MMSI Required)
Category: DISTRESS
Self Identification: MMSI (of transmitting station)
Telecommand : DISTRESS RELAY
INFORMATION∗
-MMSI (of station in distress)
-NATURE OF DISTRESS
-DISTRESS CO-ORDINATES
-TIME
-NATURE OF DISTRESS
-TYPE OF SUBSEQUENT
COMMUNICATIONS
Note Whatever means of transmission are used,the distress alert relay must indicate
clearly that the transmitting station is not itself in distress.
The purpose of shore-to-ship distress alert by a coast station is to alert all ships in
the vicinity of the distress incident. Although VHF and MF DSC distress alerts
should, of course, be received directly by GMDSS ship in the vicinity, the original
distress signal would be missed if sent on a non-watchkeeping frequency or by some
other means, e.g., by some Inmarsat, an EPIRB or by visual signals.
Ship stations which receive a DSC distress alert must prepare to acknowledge or
relay the distress alert according to the progress of events immediately following
receipt of the distress alert.
In Sea areas A1 and A2, coast stations are expected to acknowledge receipt of a
DSC distress alert in the first instance. Ship should therefore acknowledge after the
coast station using R/T on the R/T distress and safety traffic frequency in the same
bands as the distress and safety calling frequency on which the original distress
alert or the shore-to-ship distress alert relay was received.
MAY DAY
MMSI (x 3) of the station in distress
THIS IS
MMSI (x 3) or CALL SIGN (x 3)
or other IDENTIFICATION (x 3) of own station
RECEIVED MAYDAY
The same action must also be taken in the event that the DSC distress alert is
repeated. DSC distress alerts are automatically repeated after an interval of 31/2 to
41/2 minutes until cancelled by the reception of a DSC distress alert
acknowledgement. The repeat of the DSC distress alert means the NO DSC
acknowledgement by a coast station was received by the ship in distress. Making
the acknowledgement via DSC will halt the transmission of further DSC distress
alert signals from the ship in distress.
Such a situation could occur, for example, if a VHF or MF DSC distress alert was
transmitted in sea area A3 where the most appropriate form of distress alert,
acknowledgement and shore-to-ship distress alert alert relay would normally be via
satellite (see sections 11 and 12 regarding Inmarsat systems and promulgation of
Maritime Safety Information).
In sea areas A4, special care is needed to avoid making spurious distress alert relays
or cancelling the distress alert prematurely by sending a DSC acknowledgement.
A ship station receiving an HF distress alert should therefore NOT acknowledge but
set watch on the HF R/T (or NBDP, if indicated in the distress alert) distress and
safety traffic frequencies associated with the DSC distress and safety calling
frequency on which the distress alert was received. If no acknowledgement is
received within 5 minutes then the distress alert should be relayed by any suitable
means to an appropriate coast station or coast earth station.
In the event that it is deemed necessary to send a DSC distress alert relay on HF,
transmissions should be made on one band at a a time and communications
On other equipment, it will be necessary to make a manual relay, where all of the
relavant details about the incident have to be entered by the operator.
The circumstances in which a ship station should transmit a distress alert relay in
response to distress alert which does not appear to have been to received and acted
upon by a coast station have been covered above.
In other cases also, a ship station may have a duty to initiate a distress alert even
though not itself in distress. In particular, a ship station which learns that a mobile
unit is in distress is obliged to initiate and transmit a distress relay in any of the
following cases :
(a) when the mobile unit in distress is unable to send a distress alert itself ;
(b) when the master or other person responsible for the ship not in distress
considers that further help is necessary .
Note Again, it must be absolutely clear that the station transmitting the distress alert
Ship stations which receive a DSC distress alert relay call that is transmitted by a
coast station should acknowledge receipt of the call using R/T on the R/T distress
and safety traffic frequency in the same band as the distress and safety calling
frequency on which the shore-to-ship distress alert relay was received.
MAYDAY
MMSI or CALL SIGN ot the calling coast station
THIS IS
MMSI or CALL SIGN or other IDENTIFICATION of own station
RECEIVED MAYDAY
VHF
( 1) Switch off the transmitter immediately if the false alert is detected during
transmission.
(3) Make broadcast to ”All stations”, giving the ship’s name, call sign and MMSI
number, and cancel the false distress alert.
THIS IS
POSITION
MF
(1)Switch off the transmitter immediately if the false alert is detected during
transmission.
(3)Make broadcast to ”All stations”, giving the ship’s name, call sign and MMSI
number, and cancel the false distress alert.
THIS IS
POSITION
HF
Use the same procedure as for MF, but the alert must be cancelled on all of the
frequency bands on which the alert was transmitted. The transmitter should
therefore be tuned consecutively to the radiotelephone distress frequencies in the 4,
6, 8, 12 and 16 MHz bands, as necessary.
Action :
- Tune VHF transceiver to channel 16 and MF transceiver to 2182 kHz.
- Log information and inform the master.
- Wait for up to 3 minutes for a coast station to acknowledge by DCS on Channel
70 or 2187.5 kHz.
- Acknowledge by R/T on channel 16 or 2187.5 kHz, as appropriate.
Action :
-Tune VHF transceiver to channel 16 and MF transceiver to 2182 kHZ.
-Log information and inform the master.
-Acknowledge by R/T on channel 16 or 2182 kHz, as appropriate.
-If no coast station acknowledgement or shore-to-ship distress alert relay is received
and there is no reply to the R/T acknowledgement in the above cases, that
acknowledge the distress alert using DSC on the same frequency or channel as that
upon which the alert was received. (This will stop the equipment on the vessel in
distress from continuing to transmit the distress alert). Then make a distress alert
relay to the most appropriate coast station or coast earth station by any means at
your disposal.
Action :
DSC on the distress and safety calling frequencies be used by may coast stations
and ship stations to announce the impending transmission of urgency, vital
navigational or safety messages by R/T or NBDP. The DSC distress and safety
frequencies 2187.5 kHz on MF and 156.525 MHz/channel 70 on VHF are the most
likely to be used to announce urgency or safety messages. If appropriate, HF DSC
distress and safety frequencies may be used.
To transmit the actual message, ship stations should use the R/T or NBDP distress
and safety traffic frequencies in the same band in which the DSC announcement
was transmitted. Coast stations may use a working channel to transmit a long
safety message when using MF or VHF, but would normally use a distress and
safety traffic frequency for urgency messages.
Care should be taken to avoid overloading the DSC distress and safety frequencies,
and coast stations should not use DSC to announce transmissions which take place
at scheduled times.
N.B. Urgency messages concern the safety of a ship, aircraft, vehicle or person.
Safety messages concern important meteorological or navigational information.
The DSC call may be addressed to "All Ships” or to individual stations and will
indicate which frequency and method, i.e., R/T or NBDP, is to be used to send the
subsequent message. The urgency or safety message may be sent on the distress and
safety traffic frequency or channel in the same band in which the DSC
announcement call was sent, providing that this does not obstruct more important
communications or conflict with the silence periods (see page 58-5). An
appropriate working frequency or channel should therefore be used for long
messages.
The general procedures for urgency and safety communications, including medical
transports and obtaining medical advice, are discussed in more detail in section 9.
The two stages to the transmission of Urgency and Safety Messages using DSC
procedures comprise:
(1) Announcement of the urgency or safety message using a DSC distress and
safety calling channel, usually on MF (2187.5 kHz) or VHF (channel 70) in the
following format:
Format Specifier: ALL SHIPS or MMSI (receiving station)
Category: URGENCY or SAFETY
Self Identification: MMSI (transmitting station)
Frequency: WORKING FREQUENCY/CHANNEL Subsequent
Communications: RIT (default) or NBDP
R/T
NBDP
Use FEC mode (ARQ may be used if the message is addressed to a specific
station)
< carriace return > + < line feed > or < RETURN >(to advance paper)
< letter shift> or <Caps lock>
PAN PAN (urgency) or SECURITE (safety)
THIS IS
MMSl and CALL SIGN/IDENTIFICATION of
transmitting station (x 3)
[Text of the urgency or safety message]
What is MID?
6.1.6. What is MID for Romania?
No.
MF/HF DSC CONTROLLER ANSWER
o
6.2.1. Which frequency is assigned as the telepfony
communications distress on the MF band?
2. Which of the following is an MMSI number used in a DSC controller for a British
registered ship?
(a) 1440512
(b) 45509
(c) 232182000
(d) 423200176
3. What would be the lnmarsat-C number for the vessel in question 2 above?
4. (a)Give an example of a Group Station ldentity MMSI number, which will allow for
the calling of more than one ship station simultaneously.
(b)Does this allow for group calls to fleets containing more than one nationality of
ship?
6. What is the maximum power output that should be used to make a routine call on
channel 70 addressed to "All Ships “?
12. How would a coast station acknowledge a distress alert received on 2187.5 kHz?
13. How would a ship acknowledge a distress alert received on 2187.5 kHz in sea area
A2?
14. If no coast station acknowledgement to a DSC alert is received and no reply to your
R/T acknowledgement is received, what action would you take?
16. What action would you take if you receive a DSC distress alert on 8414.5 kHz?
NBDP means Narrow-Band Direct Printing and is used for marine telex
transmissions. Sometimes this is also known as direct-printing telegraphy.
Modes of Operation
Three modes of operation are used dependant upon the message destination, i.e.,
whether the message is addressed to one specific station or to all stations:
ARQ Mode - For communication between two stations. In this mode the
receiving telex checks the incoming code groups representing the first three
characters and if these are correct it requests the sending telex to send the next
three characters. If a group is received incorrectly, the receiving telex requests
a repeat of the last group, i.e., ARQ = Automatic request for repeat.
SELFEC Mode - Used for transmission from one station to another, specific,
station. Similar in operation to B-FEC but normally used by a coast station to
transmit to a ship in port whose transmitter is not available. SELFEC =
SELective FEC.
Telex calls to coast station can be made manually by entering the station’s
SELCALL number, e.g., 3220 for UK, and then entering manually the transmit
and receive frequencies. In some units it is possible to enter the ITU channel
number for HF operation.
Fully automatic calls can also be made in which the operator selects first the
coast station, from a pre-programmed list; next the required message for
transmission time. The equipment then the transmission time. The equipment
then chooses the most appropriate free channel and sends the message.
With modern telex terminals it is usual to program in the stations with which the
ship is likely communicate so that the required station can be simply selected
from a list. .Similarly, the station’s frequencies are also stored and the
equipment may recommend an appropriate frequency, depending upon time of
day and upon the signal path. Individual manufacturer’s manuals should be
consulted for further details.
The telex message format should generally include the following information:
Part of good communication technique is to choose the best time to make telex
calls, wherever possible, considering the following factors:
- avoidance of congestion by calling outside peak hours.
- the local time difference between the ship and the called subscriber, in
order to avoid inconvenience and delay.
Calling Procedure
(1). Select paired frequency channels, using the ITU List of Coast Stations
or appropriate nationally recommended publications ( some stations
emit channel free signal in A1A/F1B mode when channel is idle, such
as their call sign in Morse code followed by a telex signal ).
(3). Initiate the NBDP call in ARQ mode. If your call is accepted, you
should receive the station’s answerback, e.g., Portishead Radio has
answerback 3220 Auto G.
(4). Send the ship station’s answerback (often this done automatically ).
An example of a ship station answerback is 45656 GBLW X.
The ship then receives, for example, an indication of whether or not there is
traffic held for it at the coast station, followed by the invitation – sent as the
code GA+? – to “ GO AHEAD “ with the communication.
Once communication has been established, the services provided by the coast
station may be accessed by sending the command code for the service required.
A list of standard command codes is given in Table 7-1.
where:
+ = character that terminates the telex number and initiate the call
To disconnect the circuit to the shore-based subscriber, the operator should key
in code KKKK. The coast station should then respond with a date/time group
and call duration, followed by an invitation to continue, i.e., GA+?
To close the link with the coast station, the operator should key in the code
BRK+ and return the telex terminal to the “ STANDBY “ condition.
A list of facility codes and abbreviations is show in the ITU List of Coast
Stations and other publications produced by national administration and service
providers. The more commonly used codes are show in Table 7-2.
In the event of an ineffective call attempt when calling from a manual terminal,
a non-delivery service signal code will be returned with the meaning stated in
Table 7-2. The operator needs to consider this information in order to determine
how best to proceed.
A longer wait of at least 5 minutes will be necessary if, as indicated by the code
DER, the called subscriber’s terminal is shown as “ out of order “. The problem
at the distant terminal may be relatively minor, e.g., paper or ribbon being
replaced, and therefore soon remedied. However, if subsequent calls still fail
then the problem is more serious and the Telex Enquiry Service should be
informed.
If any of the service signal codes ABS, NA, NP or NCH are returned, the first
step should be re-check the subscriber’s number and try again. If the same
service signal is returned again, the problem should be referred to the Telex
Enquiry Service since it is unlikely to be cleared quickly.
COD DESCRIERE
AMV Message to be sent to AMVER ( see page S8-9 )
BRK Radio path to be immediately disconnected
DATA [number] Message to be forwarded by the coast station, using data
facilities, to the PSTN subscriber number indicated
DIRTLX [number] Direct telex connection to the indicated telex subscriber
number is required
FAX [number] Message to be forwarded as facsimile, via the PSTN, to the
subscriber telephone number indicated
FREQ Message contains the frequency on which the ship is
keeping watch
HELP List of the available system facilities is required
immediately
INF Information is immediately required from the coast
station’s database
KKKK Network connection should be cleared whilst
maintaining the radio path; further
messages/communications should follow immediately
MAN Message is to be stored and forwarded manually to a
country where an automatic telex connection is not
available
MED An URGENT medical message follows
MSG Message held by the coast station need to be sent
immediately
MULTLX [number 1]
[number 2 ] Direct telex connection to multiple ( i.e., at least 2 ) telex
numbers is required
MULTLXA As MULTLX, but advice of delivery also required
COD DESCRIERE
ABS Subscriber absent/Equipment off
ADD Please input your international telex number
ANUL Delete
BCT Broadcast call
BK Break ( I cut off )
BMC End of message/transmission not receive; message
cancelled
CFM Please confirm/I confirm
COL Collate please/I collate (repetition of, for example, figures,
mixed figures or sensitive/important information )
CRV Do you receive well?/I receive well
DER Out of order
DF You are in communication with the called subscriber
EXM Connection cleared down (cut off) because paper/tape/other
recording
FMT Format error
GA Go ahead
IAB Invalid answerback received from called party
IMA Input message acknowledgement
(a) FEC?
(b) ARQ?
(c) SELFEC?
(d) SELCALL?
No.
NBDP COMMUNICATIONS ANSWER
What is selcall?
7.1.8.
DSC alerting in the GMDSS has been explained in section 6. Non DSC
terrestrial distress communications on MF, HF and VHF are described in this
section.
2182 kHz and VHF channel 16 are the two most likely to be used.
The radiotelephone distress procedure consists of:
- the alarm signal (whenever possible) followed by;
- the distress call;
- the distress message.
The alarm signal is sent on 2182 kHz and comprises alternate tones of 1300 and
2200 Hz, each sent for 250 ms over a period of between 30 and 60 seconds. The
purpose of the signal is to:
The two-tone alarm should be used whenever possible before the distress call
and message on 2182 kHz. It should be remembered that most ship stations use
a muted loudspeaker 2182 kHz watch receiver, and nothing will be heard unless
the mute is lifted. Some 2182 kHz watchkeeping receivers automatically lift the
mute during silence periods.
The distress signal MAYDAY indicates that a ship, aircraft or other vehicle is
threatened by grave and imminent danger and requires immediate assistance.
The message which follows the two-tone alarm (on 2182 kHz) and the call,
must take the following form:
MAYDAY
NATURE OF DISTRESS
The same call and message formats would be used on any R/T distress
frequency.
or
MAYDAY
Further Information
“Any Other useful information“ (some of which may be sent later if conditions
permit) is:
Distress Acknowledgement
A ship, upon receiving an R/T distress call and message from another ship
which is, without doubt, in its vicinity should acknowledge receipt immediately
unless it is in sea areas A1 or A2, when time should be given-for the coast
station to acknowledge.
MAYDAY
MAYDAY
Subsequent Communications
Every ship which acknowledges receipt of a distress message shall comply with
Regulation 10 of SOLAS chapter V, as amplified by the MERSAR Manual. The
master of a ship proceeding to the scene of a distress incident shall transmit, as
soon as possible, the following information :
Note Before transmission, the operator must ensure that no interference can be
caused to stations which are in a better position to render assistance to the
station in distress.
Mayday Relays
(a) when the station in distress is not itself in a position to transmit the
distress message;
(b) when the master or other person responsible for the station not in
distress considers that further help is necessary;
(c) when, although not in a position to render assistance, the station has
received a distress message which is believed not to have been
acknowledged.
Such a distress relay, would normally be sent on 2182 kHz, channel 16 or any
other R/T distress frequency, (see section 6 for the DSC distress relay
procedure).
Ships making a distress relay call should ensure that a suitable coast station is
informed of the original distress communications.
Note NEVER substitute the name of the relaying station for that of the
station in distress, even when identification is difficult. If the station in
distress cannot he identified, it should he referred to as "Unidentified
Trawler “ or “ Unidentified Helicopter“, for example.
Silence Periods
For 3 minutes, from each hour and each half-hour, all transmissions other than
those for distress are forbidden in the band between 2173.5 and 2190.5 kHz.
Operators must make a point of listening on 2182 kHz during these periods.
The silence periods do not, however, apply to the DSC frequencies for
intership/international shore-to-ship general calling, 2177 kHz, and
international ship-to-shore general calling, 2189.5 kHz.
Time Signals
Time signals should be obtained daily to check the accuracy of the radio /
bridge clock and the internal clocks within the various equipments. One reason
for doing this is so that the silence periods are observed accurately. Standard
time signal stations and their characteristics are listed in ITU List of
Radiodetermination and Special Service Stations.
MF and HF frequencies are available for distress, urgency and safety traffic
using NBDP, i.e.,
< carriage return > + < line feed > or < RETURN >
(to advance paper)
<letter shift> or <Caps lock>
Forward error correction "FEC mode" should be used so that all stations can
listen in, although "ARQ mode" may be used between two specific stations if
necessary.
NBDP Acknowledgement
Acknowledgments to distress alerts and calls are normally made by ships using
R/T in the sarne band as the original signal. NBDP techniques, however, could
also be used, especially if no response was obtained on R/T.
MAYDAY
CALL SIGN or IDENTIFICATION of station in distress
DE
CALL SIGN or IDENTIFICATION of acknowledging station
RRR MAYDAY
Distress/SAR Traffic
The distress signal MAYDAY should precede all distress traffic. The controlling
station may impose silence on any interfering stations by using the term:
SEELONCE MAYDAY
SEELONCE DISTRESS
When complete silence is no longer necessary, the controlling station, may indicate
that restricted working may be resumed by sending the following :
When "normal working" may be resumed, the controlling station transmits a similar
message but ends with:
“SEELONCE FEENEEY“
instead of :
"PRUDONCE"
The controlling station may also impose silence on interfering stations by sending
the radiotelex message:
SILENCE MAYDAY
Any other station may also impose silence, if it is necessary to do so, by using:
SILENCE DISTRESS
The NBDP message format used to indicate that 'normal working" may be resumed
is:
In the United States, the frequency 4125 kHz is authorized for common use by
coast stations and ship stations for R/T communications on a simplex basis
provided that the power does not exceed 1 kW.
The frequencies 4123 kHz and 6215 kHz may also be used in simplex mode for
general call and reply purposes by coast and ship stations provided that the power
does not exceed 1 kW.
N.B. Since 4125 kHz and 621.3 kHz are both designated for use for distress
and safety traffic, the use of these frequencies for other purposes is subject to the
condition that no harmful interference shall be caused to distress, urgency and
safety communications.
On-Scene Communications
These are communications between the vessel in distress and other mobile units
engaged in search and rescue. Control of on-scene communications is the
responsibility of the OSC or the CSS, one duty being the nomination of the
frequencies to be used. Simplex transmissions shall be used so that all information
is shared. The preferred frequencies in radiotelephony for on-scene
communications are channel 16 (156.8 MHz) and 2182 kHz.
The frequency 2174.5 kHz in the FEC mode may also be used for ship-to-ship
on-scene communications using NSDP, especially in a hard copy printout is
required.
Ship stations may communicate with aircraft stations for distress and safety
purposes. In addition to channel 16 (156.8 MHz) and 9182 kHz, the following
frequencies for on-scene communication between ships and aircraft may be used:
The aeronautical band frequencies 121.5 MHz and 123.1 MHz may also be used in
mode of emission A3E; the former for the purposes of distress and urgency only,
the latter for SAR operations.
As a backup to these organizations, all over the world a number of ship reporting
systems are in use.
For example, in the English Channel a ship movement report system is in existence
on VHF channel 16 (see ALRS Vol. 6 for details).
(1) Sailing Plan, containing complete routeing information, which should be sent
within a few hours of leaving port;
(2) Position Report, sent within 24 hours of departure and updated at least every
48 hours until arrival in port;
(3) Deviation Report, which should be sent whenever a material change to the
planned route, affecting the accuracy of previously supplied information, occurs;
The type of report is identified in the first line of the AMVER message, using the
format:
AMVER/[report type]//
using the two-letter codes SP (Sailing Plan), PR (Position Report), DR (Deviation
Report) or FR (Arrival (Final) Report), e.g.,
AMVER/PR//
A standardised report format is used for the actual message, based on 'report lines'
in which letters of the alphabet are used to prefix and identify the type of
information which follows. The 'A' line, for example, identifies, by name and call
sign, the ship sending the report, as in:
Discrete data elements, such as the vessel name and call sign above, are separated
by a single slash (/) and the complete report line is terminated bv a double slash (//).
There are fifteen types of report lines which mav be used to construct AMVER
messages. These are described in detail in the AMVER Ship Reporting System
Manual.
The Japanese Ship Reporting System CASREP) provides a parallel voluntary ship
reporting service to AMVER around Japan. All vessels navigating in the JASREP
service area are encouraged to participate.
Ships intending to participate in both JASREP and AMVER systems may send
their reports to either one, since information may be exchanged between both
systems upon request. The JASREP message follows very closely that of AMVER.
They are more report line possibilities in the AUSREP message structure, but
otherwise the message format is very similar to that of AMVER.
Reports to AMVER, AUSREP and JASPEP are free of charge to the ship station
For up-to-date information on operational details and charging policies, consult the
following :
AMVER
AUSREP
JASREP
Urgency
The urgency signal PAN PAN indicates that a very important message
is to follow concerning the safety of a ship, aircraft or other vehicle, or
the safety of a person. The urgency signal and the message which
follows is sent on a distress frequency. However, in the case of a long
message or a medical call in a area of a heavy traffic, or when the
message is being repeated, then it is sent on a working frequency after
an announcement using the urgency signal on an appropriate distress
frequency.
THIS IS
PAN PAN
THIS IS NONSUCH
OVER
When using NBDP, the urgency message is preceded by the urgency signal
PAN PAN and the identification of the transmitting station.
Medical Advice
Most coast stations around the world provide a medical advice service.
When using R/T, the urgency signal PAN PAN (x3) should be used for the call.
The message which then follows should be addressed to the nearest coast station,
using the published preamble shown in the ITU List of Radiodetermination and
Special Service Stations. In many instances, though, it may be preferable to place
a telephone call to a doctor.
Charges
As noted in Recommendation ITU-T D90 (see in the ITU Manual for Use by the
Maritime Mobile and Maritime Mobile-Satellite Services), no charge is raised,
against the originating maritime mobile station, for communications using the
maritime mobile service which relate to medical advice provided to both:
(2) they are addressed in accordance with the conditions published in the
above List, or as specified by the satellite service operator.
Any land station and landline charges for medical advice communications will be
billed to the appropriate shore authority.
POSITION
Example:
When using telex, the prefix MED+ should be used to gain priority.
World-wide, medical advice and assistance can be obtained via coast stations,
coast-guard stations or via Inmarsat CESs. Further information will be found in
the ITU List of Radiodetermination and Special Service Stations, and the
Inmarsat Communications Handbook.
The IMO International Code of Signals contains medical (3-letter) codes. Use of
such codes should be proceeded by the word INTERCO, which indicates that such
codes are about to be used.
Medical transports
For the purpose of announcing and identifying medical transports which are
protected by the Geneva Convention, the radio signal shall consist of the urgency
signal as described by Radio Regulations followed immediately by the addition of
the single word Medical in NBDP mode and by the addition of the simple word
MAY-DEE-CALL, i.e., pronounced as in French “medical”, in radiotelephony.
The radio message, preceded by the urgency signal, must convey the following
data relating to the medical transports concerned:
(b) position
SECURITE (x3)
THIS IS
ON FREQUENCY / CHANNEL …
OUT
- MF R/T?
- HF Telex?
10. Which signal should precede the use of such code groups?
11. State the correct VHF channel to be used for an announcement of a Safety
message using DSC.
12. State the mode of transmission and an appropriate VHF channel which
should be used for the follow-on Safety message referred to in question 10
above.
RADIOTELEPHONY PROCEDURES
General Procedures
All ships making international voyages in Region 1should be able to use the ship-
to-shore working frequency 2045 kHz and the intership frequency. However,
these frequencies shall not be used for working between stations of the same
nationality. Instead, the nationality authorized frequencies should be used. In
regions 2 and 3 (see Figure S18-1) ,ships making international voyages should be
able to use the intership frequencies 2635 kHz and 2638 kHz.
In practice, difficult names or words should be spoken and then spelt phonetically
and then spoken again. All figures should be repeated, e.g., “eighteen miles, I say
again 18 (one eight) miles”.
The Q-code abbreviations are often employed by coast stations, ship stations
and other types of station to aid communications. The full list of Q-Codes
used in Maritime Mobile and Maritime Mobile-Satellite Services. Commonly
The Q-Code abbreviations, plus complementary information, are put in the form
of a question when followed by the signal RQ (spoken as “ROMEO QUEBEC”).
Some abbreviations may be given an affirmative or negative sense by adding the
signals C (positive) or NO (negative) (spoken as “CHARLIE” or “NO”).
Many of the Q-Codes for the maritime mobile service have meanings similar to
signals appearing in the Code of Signals (INTERCO). These are indicated in
Tables S10-2 and S10-3 by an asterisk (*).
Internationally, 2182 kHz and VHF channel 16 are used for call and reply (calls
being less than 1 minute), and by coast stations to announce traffic lists, weather
bulletins, etc. For information on communications with the various coast stations,
consult the ITU List of Coast Stations. Radiotelephone operation at HF and VHF
is also subject to the channel plans established in Appendices 16 and 18,
respectively, of the ITU Radio Regulations (see the ITU Manual for Use bye the
Maritime Mobile and Maritime Mobile Satellite-Services).
The HF frequencies generally authorised for ship stations to call coast stations in
the duplex (i.e., paired-frequency) mode of operation are:
4125*kHz 16420*kHz
6215*kHz 18795*kHz
8255*kHz 22060*kHz
12290*kHz 25097*kHz
The frequencies 4125 kHz, 6215 kHz, 12290 kHz and 16420 kHz are also
designated as simplex mode radio-telephone distress and safety traffic
frequencies (see sections 8 and 18). Use of these frequencies for other purposes is
therefore allowed only on the condition that harmful interference to distress,
urgency and safety communications shall not occur.
The frequencies 4125 kHz and 6215 kHz may in addition be used for and reply
purposes by coast and ship stations on a simplex basis provided that the power
does not exceed 1kW. In addition, the frequency 4125 kHz is also authorised for
common use in the United States by coast stations and ship stations for
radiotelephone communications on a simplex basis with the power limit of 1 kW.
Once the chosen frequency is established, the ship station operator should
ensure that proceeding with the call is not likely to cause interference to
transmissions already in progress. If, by chance, interference is caused then
the transmission must cease as request. The station making the request should
indicate the time needed to complete its traffic.
Traffic Lists
Traffic lists are sent at fixed times. For this reason, ship should monitor local
stations on MF or VHF and /or HF according to the information given in the
ITU List of Coast Stations and relevant national publications.
If, after the name or call sign, the Q-Code QTC is sent, this indicate that the
coast station has a telegram for the ship. Similarly, the Q-Code QTJ indicates
that there is a telephone call for the ship.
In both cases the ship waits the end of the traffic list and then call the coast
station and asks for its traffic (other commonly used Q-Code in R/T
communications are listed in TABLES S10-2 and S10-3).
Working Procedures
When making a call to a coast station on 2182 kHz the ship station operator
should indicate the reason for the call and the intended working channel for
the subsequent traffic, e.g.,
When calling on a VHF working channel, the ship should indicate which
If the station being called does not reply to a call sent three times at 2
minutes intervals, the ship should stop calling for a further period of 3
minutes.
When reply to a call, the coast station may ask the ship to go immediately to
a working frequency, in which case the ship should then re-establish contact
with the coast station. If the ship is given a turn number, the ship should go to
the working frequency and wait for the coast station to call. Once contact is
established, names or call signs need only be used once.
When a station receives a call without being certain for which the call is
intended, it shall not reply until the call has been repeated. Alternatively, if
the call is intended for it but the called station is uncertain who is calling, it
shall replay immediately, asking for a repetition , e.g.,
During communications between ships and coast stations, the coast station
controls the working. In communications between ships, the called ship
station controls the working.
Ships stations whose operation is not continuos should not close before:
On-board Communications
ATLANTIC CONTROL ( x3 )
THIS IS
ATLANTIC ALPHA ( x3 )
Pilot Services
Specific details of pilot and port operations services and their frequencies are
available in the ITU List of Coast Stations and other publications produced
by national Administrations and service providers.
The practice working described includes more than learning about distress
operations. Candidates need to be able to send a transit report (TR), make
R/T link call, receive a traffic list, receive a weather bulletin, etc.
Or:
(b)
MUNDOGAS ATLANTIC
THIS IS SINGAPORE RADIO
ROGER
CHANGE THE CHANNEL 27
STANDBY YOU ARE TURN NUMBERTWO
OVER
The reply would be:
OVER
The coast station then acknowledges receipt of the TR and, if a link call has
been request, will ask for the telephone number.
Then reply:
SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
MY LINK CALL NUMBER IS…,
I SAY AGAIN…
MY ACCOUNTING CODE IS (….)
OVER
The coast station may then give instructions to STANDBY while the call is
connected and will then reply that the telephone call has been connected,
read back the number (N.B.; the telephone number should be verified before
completing the connection), and give the instruction GO AHEAD.
SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
THAT IS THE END OF MY LINK CALL,
OVER
The coast station then REPLIES, giving details of the call duration, which
should be confirmed before signing off, i.e.
SINGAPORE RADIO
THIS IS MUNDOGAS ATLANTIC
I AGREE 3 MINUTES
I HAVE NO FURTHER TRAFFIC, THANKYOU,
OUT
The call details should then be recorded (the radio log may be used for the
exercise, although in practice computer systems are often used to record
details of chargeable calls).
At some stage of the exercise the coast station can announce the traffic list
on channel 16, e.g.:
0 Nadazero NAH-DAH-ZAY-ROH
1 Unaone OO-NAH-WUN
2 Bissotwo BEES-SOH-TWO
3 Terathree TAY-RAH-TREE
4 Kartefour KAR-TAY-FOWER
5 Pantative PAN-TAH-FIVE
Inmarsat performs an integral role in the GMDSS through the provision of:
(1) The space segment necessary for instant and reliable distress and safety
communications for the maritime community. There are four satellite ocean regions
covered by the four Inmarsat geostationary satellites,
(2) Three basic satellite communication systems designed to provide most of the
GMDSS medium- and long-range functions, Inmarsat-C, Inmarsat-A, and Inmarsat-
B.
Initiated at the press of a button, distress alerts from Inmarsat-C ship earth stations
are given absolute priority for automatic routeing through the system to a Rescue Co-
ordination Centre (RCC). Initiated by a standard procedure, or by a dedicated
button/special key sequence, on Inmarsat-A or –B ship earth stations, distress alerts
are given priority access in the Inmarsat system. If all satellite channels are engaged,
one will be routed, usually automatically, to a RCC ashore.
Initiated by RCC, ships are alerted through automatic receipt of distress alerts
transmitted through the “International SafetyNET Service” of the EGC
(Enhanced Group Call) capabilities on the Inmarsat-C system or by ordinary
telex group calls to Inmarsat-A or -B terminals.
Virtually all of the telecommunications services found in offices ashore are also
available to ships equipped with Inmarsat terminals. This results in ships having
capabilities for high-quality, reliable and automatic communications via
telephone, data, facsimile and telex. This capabilities can be used for obtaining
advice and assistance from experts ashore in efforts to solve problems before
they develop into distress incidents.
The Inmarsat satellites are controlled from the Satellite Control Centre (SCC) based
in the Inmarsat Headquarters in London, United Kingdom.
Each Inmarsat satellite is engineered to provide complete coverage of the visible face
of the earth. The line-of-sight condition is not, however, satisfied over the polar
regions, and communications start to become unreliable for locations above 76°North
or South.
Ocean Regions
The four Inmarsat satellites, corresponding to the four Oceans Regions, provide
overlapping coverage (see Figures S11-1 and S11-2) and are positioned thus:
In order to call a Ship Earth Station (SES) in one of the four Ocean Regions, the
following telex and telephone access codes, corresponding to the international
country codes in the public telex and telephone networks, should be used:
Telex Telephone
AOR-E 581 871
POR 582 872
IOR 583 873
AOR-W 584 874
The Ground Segment comprises a global network of Coast Earth Station (CESs),
Network Co-ordination Station (NCSs), and a Network Operations Centre (NOC).
Each CES provides a link between satellites and the national/international
telecommunications networks. The large antennas used by the CESs to communicate
with the satellite for its Ocean Region are capable of handling many calls
simultaneously to and from the SESs .
Network Co-ordination
For each Inmarsat system a separate Network Co-ordination Station (NCS) is located
within each Ocean Region, to monitor and control its communications traffic. Each
NCS communicates with the CESs in its Ocean Region, and with the other NCSs, as
well as with the Network Operations Centre (NOC) located in the Inmarsat
Headquarters, making possible the transfer of information throughout the system.
The NCSs are involved in setting up calls to and from SESs by assigning a channel
which both the SES and CES use for the call.
A Ship Earth Station (SES) is a device installed on a ship (or a fixed installation in a
maritime environment) to enable the user to communicate to and from shore-based
subscribers, via a selected satellite and CES.
SERVICES
Yes Yes No Yes
Voice
Yes Yes Yes No
Telex
Group 3 fax To 9,600 bps To 9,600 bps No To 2,400 bps
Rates
Data rates2 To 9,600 bps To 9,600 bps 600 bps To 2,400 bps
X-25 (Dedicated Yes Yes Yes Yes
data channel)
X-400 Yes Yes Yes Yes
(Electronic (Enhancement)
Mail)
High Speed Data 56/64 kbps 56/64 kbps No No
Full motion Yes Yes No No
“Store &
forward” video
Short Data No No Yes No
Position
GROUP CALL3 Yes Yes Yes Yes
(Enhancement) (Enhancement)
SafetyNet Yes,if Yes,if Yes Yes,if
Inmarsat-C/EGC Inmarsat- Inmarsat-
Receiver C/EGC C/EGC
installed Receiver Receiver
installed installed
FleetNet Yes,if Yes,if Yes Yes,if
Inmarsat-C/EGC Inmarsat- Inmarsat-
Receiver C/EGC C/EGC
installed Receiver Receiver
installed7 installed7
Notes:
1
World coverage: worldwide availability except at polar latitudes (above 76 N and
below 76 S).
2
Data rates: Higher throughput may be achieved with data compression techniques.
3
Group Call: Simultaneous broadcasts to selected groups of users or geographic areas.
The first Inmarsat system, introduced into commercial operation in 1982 and now
providing two-way telephone, telex, facsimile, electronic mail (E-mail), and other
forms of data communication including high-speed data (at 56 and 64 kbits/s).
The large size and weight of the Inmarsal-A antenna has meant tha Inmarsat-A SESs
have generally been fitted on larger ships such as oil tankers, trading vessels and
super-yachts.
Digital Technology
The Inmarsat-C system does not provide voice communications, but does provide a
GMDSS Requirements
The Inmarsat-C system can satisfy the GMDSS satellite communication requirements
for sea area A3 through the provision of:
(1) Distress alerting and distress priority messaging.
(2) Reception of Maritime Safety Information by means of EGC SafetyNET
broadcast.
(3) General Communications by means of several types of store-and-forward
messaging services besides the Inmarsat-C distress and safety functions.
The Inmarsat-C system features automatic data reporting and polling,which also
results in many advantages for general communications. Data reporting allows for the
transmission of information at prearranged intervals or as required, while polling
allows the user’s shore-based management to interrogate the remote ship terminals at
any time for the required information, e.g., position, course, speed, fuel consumption,
cargo temperature, etc. It is usual to link the SES terminal with a variety of
navigation systems, such as GPS, Decca, etc., in order to provide position reporting
which ensures that the terminal will receive the correct area calls.
Inmarsat-M does not form any part of the GMDSS as it is unable to comply with
regulations concerning reception of distress alerts due to the fact that system is voice
only and there is no facility for direct printing of messages.
Inmarsat-M services include two-way global telephone, facsimile and computer data
communications. Inmarsat-M SESs are available as either single-channel or multi-
channel models. However, a multi-channel SES generally requires greater
transmission power than a single-channel SES,so the power supply and antenna for a
multi –channel Inmarsat-M SES model are larger and of higher gain than for a single-
channel model.
Each system uses a distinctive Inmarsat Number (IMN) series allows theSES
functionality to be recognized from the number allocated to that terminal:
The Inmarsat-C system provides a continuous world-wide service for sending and
receiving text or data messages.
The various Inmarsat-C SES modules available do not have a common control layout
or operating features, but all share the common characteristics of providing global
communications on a small terminal, which is simple to install and has modest power
requirements.
The Inmarsat-C SES may also be used to exchange messages with another Inmarsat
SES (or a Land Mobile Earth Station, LMES), i.e., ship-to-ship or mobile-to-mobile
messaging.
The Inmarsat-C system is based on digital technology, which means that anything
that can be encoded into digital data, whether text keyed in, numeric data read from
instruments, or other information in digital form, can be sent and received over the
system.
The basic technique used for sending and receiving messages over the Inmarsat-C
system is known as “store-and–forward” messaging. Ship-to-store messages are
prepared on the terminal and then transmitted via an Inmarsat satellite, in a series of
data packets, to an Inmarsat-C CES. This CES acts as an interface (or gateway)
between the satellite link (the space segment) and the national/international
telecommunication networks. If the CES receives any data packets error, it signals
back to the SES to re-transmit those packets, and the procedure is repeated until the
CES has received the complete message with no errors. The CES stores the message
briefly before forwarding it over the telecommunication network to its intended
destination; hence the term “store-and-forward”.
In the event that communications cannot be established, consult the list of Non-
Delivery Codes Notification (NDN) shown in Annex 11.12, Table A11.4.
Interconnection
An SES compromises two parts – the DTE (data terminal equipment) and the DCE
(data circuit terminating equipment). In some models the DTE and DCE may be built
into the same case, whilst in other models they are separate.
DTE Interface
The DTE interfaces external input/output devices to the SES, such as:
The DTE interfaces external input/output devices to the SES, such as:
The DTE also provides storage for message created on the keyboard, before they are
transmitted over the satellite link.
DCE Interface
The DCE interfaces the SES to the satellite system, using its transmitter and receiver
and an antenna. The DCE functions in a sense as a “satellite modem” by analogy to a
modem, which provides an interface between a computer and the telephone network.
The DCE transmitter and receiver can be tuned independently to different channels,
depending on the circumstances.
Antenna
The antenna must be able to maintain a line-of-sight path with the selected satellite.
On ship-based DCE, the antenna is omni-directional, so that it can transmit to and
receive from the intended satellite even when the ship is pitching and rolling in heavy
seas.
Note that this type of antenna has no moving parts, unlike the much larger Inmarsat-
A directional antenna, which constantly moves to counter the motion of the ship, and
so requires considerably more elaborate electronics and power sources.
A CES may interface with any of the following devices connected to the
national/international telecommunications networks:
-A telex terminal connected to the international telex networks
-A computer connected to the international Packet Switched Data Networks (PSDN)
or the X.25 or X.400 networks, named after the communications standards
(protocols) used on the networks
-A computer connected to the PTSN.
-A facsimile terminal connected to the PTSN. The Inmarsat-C system allows an SES
to send messages to a shore-based facsimile terminal, but does not, however, allow a
shore-based facsimile terminal to send messages directly to an SES. A facsimile
terminal may, instead, send text messages indirectly, via a facsimile bureau service,
where the message is re-typed, and sent as a store-and forward message to the SES.
Several Inamrsat-C CESs, and other organizations, offer such a bureau service.
The CES is connected via leased or public landlines directly to a Rescue Co-
ordination Center (RCC). Every Inmarsat-C CES can therefore route distress calls
from an SES with top priority to a specialized land-based center, to ensure efficient
search and rescue activities.
Depending on its policy, an Inmarsat-C CES may also interface messages received
from one SES, for forwarding over the satellite link to another SES, to enable ship-to-
ship communications.
In many parts of the world, the Ocean Regions covered by different satellites overlap.
For example, the coverage map of Inmarsat-C CESs shows that the North Sea is
covered by the AOR-W, AOR-E, and IOR satellites. Within such an overlap zone, an
antenna is in line-of-sight of more than one satellite (provided the antenna is not
obstructed), and the SES may be logged-in to any one of the associated Ocean
Regions.
The required CES and routing is selected using a 3-digit code, e.g., to contact
Goonhilly, key in code 102 for the AOR-E routing or code 002 for the AOR-W
routing. This is usually done as a simple selection from the Transmit menu, where all
of the CESs are available as a pre-programmed list stored in memory. Whilst in the
transmit menu, access the address book to programme in the name and number of
any terminals that you wish to contact. When the routing and subscriber have been
selected, press <Enter> to transmit.
The SES must be logged-in to an Ocean Region before messages can be sent or
received over the Inmarsat-C system. Logging-in informs the system that the SES
is now available for communications, and causes the SES to tune to the NCS
Common Signaling Channel (or NCS Common
Channel) for that Ocean Region. When the SES is tuned to the NCS Common
Channel, it is said to be synchronized, or listening, channel, or in idle mode.
Some SESs perform a log-in automatically when switched on, selecting the strongest
NCS Common Channel signal. Other SESs do not perform an automatic login, but
must be logged-in manually to a selected Ocean Region/NCS. Refer to the
manufacturer’s instructions for how to perform a manual login.
After a few minutes, the SES should indicate that is successfully logged-in to the
selected Ocean Region, and show the received signal strength of the NCS Common
Channel. The signal strength should be at least the minimum suggested by the
manufacturer. If not, refer to manufacturer’s instructions concerning further action.
During distress working or when requiring MSI for your ocean area, you should set the
automatic scan on your terminal to scan only your ocean region.
When changing ocean regions it is only necessary to login to the new NCS.
If possible, keep the SES powered up and logged-in to an Ocean Region at all times,
so that the SES is ready to send or receive messages at all times.
If, however, the SES will be taken out of service for prolonged period (for example,
to conserve electrical power), and its logged-in to an Ocean Region, the SES must
logged-out of that Ocean Region before the SES is switched off.
WARNING: Failure to log-out before switching off the SES will result in repeated
attempts to send the message via the selected CES to the SES whenever a caller tries to
communicate. Eventually, after a number of re-tries (depending on the CES), the CES
will cease attempting to deliver the message and, if requested, return a non-delivery
notice to the sender. Switching off an SES without logging-out may well then result in
messages being lost rather than delayed.
The following tasks should be carried out at regular intervals of no more than every
eight hours and ideally more frequently:
On the SES monitor, check which Ocean Region is currently logged-in. If this has
changed from the previously intended Ocean Region, make sure that the new Ocean
Region is suitable, particularly for potential correspondents. Remember that the CES
selected in the new Ocean Region must support the required communications services.
-Inform potential correspondents of the new Ocean Region, so that they can make
contact as desired.
-Check that the signal strength indicated on the SES is above the minimum level
recommended by the manufacturer.
Inmarsat-M terminals are intended for telephone and low-speed (2400 bits/s) facsimile
and voice-band data services.
Unlike Inmarsat-A, both Inmarsat-B and Inmarsat-M are digital systems witch allow
the user to send information using minimal bandwidth and satellite power, thus
reducing operating costs.
Inmarsat-A, -B and –M Ship Earth Stations use high-gain parabolic dish or phase array
antennas, which must be pointed at the required satellite quite precisely. Such
antennas must be steered and gyro-stabilised again the ship’s motion. The ship’s gyro
input is fed into the Ship Earth Station and allows the antenna to remain pointed at
the satellite while the ship is moving.
Most Ship Earth Stations are able to adjust their antennas to find the satellite
automatically after input of the ship’s latitude and longitude. Where the ship’s
navigational system is linked directly to the terminal, the entire satellite acquisition
sequence may be programmed to take place automatically at switch-on. The full
automated acquisition sequence may take several minutes to complete properly.
In the event that the required satellite has to be acquired manually, the first step is to
determine the required azimuth and elevation values appropriate to the terminal’s
positions. The azimuth and elevation charts for the four Oceans Regions, shown in
Annex 11.11 (Figures A11.1, A11.2, A11.3, A11.4) are recommended for this
purpose. The basic azimuth and elevation of the satellite can be read off directly from
the chat, given the ship’s positions.
It will be necessary, however, to make a correction for the actual heading of the ship,
since the charts are based on a heading of 000 degrees. The adjustment for the ship’s
heading should be made before adjusting the azimuth and elevation of the antenna.
As the correct azimuth and elevation settings of the antenna are approached, the signal
strength indicator will rise, showing that a signal from the satellite is being received.
The procedure then is to adjust the antenna manually from the best signal strength
possible and let the “step track” circuits of the Ship Earth Station take over to continue
tracking the satellite automatically.
Telex Services
Inmarsat-A and Inmarsat-B terminals may be used from any Ocean Region to make
telex calls to any subscriber to the International Telex Network. Many CESs offer
special 2-digit code services to improve the efficiency of telex communications.
Note Always ensure that the SES is set up properly for the required Ocean Region.
Part of good communication technique is to choose the best time to make telex calls,
wherever possible, considering the following factors:
- take account of time differences between the ship’s local time and the time at called
subscribers location in order to avoid inconvenience and delay.
The following instructions are of a general nature, and therefore not specific to any
make of SES. These instructions should be use for guidance only; for specific
instructions, please refer to the manufacturer’s handbook.
There are two separate stages to making a telex call from Inmarsat-a or B terminals:
(A) Set up a communications channel from the terminal, via a satellite, to a CES within
your Ocean Region.
(B) Establish a communications channel from the CES, via the international telex
To set up the communications channel via a satellite to a CES within your Ocean
Region, use the following procedure:
(3) Select the CES through witch you wish to establish the call using a 2-digit using a
2-digit code; e.g., 02 for Goonhilly. The CES must be operating within the same Ocean
Region that you are currently using. Particular care should be taken in selecting a CES
in those areas where Ocean Regions overlap (e.g., the North Sea is a region where the
AOR-E, AOR-W and IOR Ocean Regions all overlap). The Inmarsat coverage map
shows which CESs operate in each Ocean Region.
(4) Initiate the telex channel request burst in accordance with the manufacturer’s
instructions.
To establish the communications channel from the CES, via the international telex
network, to the addressee at the final destination, either ship or on shore, use the
following procedure:
Immediately after GA+ is received from the CES, select the service and subscriber
required, by keying a sequence in the following general from:
The message should be sent immediately after receipt of the answerback of the called
subscriber.
Note:
(1) Individual telex massages should end with “NNNN”.
(2) To terminate the link following a telex call enter “….”, i.e., five full stops.
(3) In the event that communications cannot be established, consult the list of telex
fault codes shown in Table A11.3
The steps below summarize how to use an Inmarsat-C SES for distress and safety
purposes, and how to send and receive general communications
(1) Switch on you Inmarsat-C SES, and all associated equipment.
Preparations
(2) Decide on the Ocean Region and CES, through which you are
going to communicate.
(3) Ensure that your SES antenna has an unobstructed view of the
sky, in all directions
(4) Login to the Ocean Region you have selected.
(5) Confirm that your SES is logged-in and receiving a strong
signal from the NCS Common signaling channel
Sending a distress alert You may use your SES to send a distress alert or a more
detailed distress priority message
(7) Select the time (if not for immediate transmission) and routine
priority for your message and whether you want confirmation of
(8) delivery
Before sending the message, confirm all of the above details are
If a problem exists on the International telex network when using your Inmarsat-A
Inmarsat-B SES, you may receive one the following Telex Fault Codes (Annex 11.12,
Table A11.3). These fault codes are allocated by the ITU-T Recommendation F131, and
are internationally recognized.
00 51 920327 +
i.e.,
Within about 15 seconds the answerback of the called subscriber (in this example,
INMHLP G) should be received from the called subscriber, confirming that the telex
link to the subscriber has been established.
You may now proceed with your call, in this example following the prompts you
receive from the Help-line.
Telephone Services
Inmarsat-A and Inmarsat-B terminals may be used from any Ocean Region,
irrespective of the season, time of day or weather conditions,to make the following
Many CESs offer special 2-digit code service to improve the efficiency of telephone
communications (see Annex 11.12, Table A11.1, Table A11.2).
The Inmarsat-M SES also functions from any Ocean Region under all conditions but
is limited to the following types of call:
Telephone calls can also be received from PSTN subscribers, and from suitably
equipped vessel around the world.
Note Always ensure that the SES, whether of type A, B or M, is set up properly for
the required Ocean Region.
Whenever possible, prepare notes about the conversation in advance (note that the
international language generally used in maritime radio communications is English),
including key items such as:
- the telephone number (including the telephone country code and area code) of the
called subscriber.
Part of good communication technique is to choose the best time to make telephone
calls, wherever possible, considering the following factors:
- Take account of time differences between the ship’s local time and the time at the
called subscriber’s location in order to avoid inconvenience and delay.
The following instructions are of a general nature, and therefore not specific to any
make of SES. These instructions should be used for guidance only; for specific
instructions, please refer to the manufacturer’s handbook.
There are two separate stages to making a telephone call from Inmarsat-A/-B
terminals:
(A) Set up a communications channel from the terminal, via a satellite, to a CES
within your Ocean Region.
(B) Establish a communications channel from the CES, via the international PSTN, to
the subscriber at the final destination, either on board ship or on shore.
To set up the communications channel via satellite to a CES within your Ocean
Region, use the following procedure:
(3) Select the CES through witch you wish to establish the call using a 2-digit using a
2-digit code; e.g., 02 for Goonhilly. The CES must be operating within the same
Ocean Region that you are currently using. Particular care should be taken in
selecting a CES in those areas where Ocean Regions overlap (e.g., the North Sea is a
region where the AOR-E, AOR-W and IOR Ocean Regions all overlap). The
Inmarsat coverage map shows which CESs operate in each Ocean Region.
(5) Initiate the telephone channel request burst in accordance with the manufacturer’s
instructions for your SES.
In the event that no indication is received from the CES within about 15 seconds re-
transmit the request burst.
To establish the communications channel from the CES, via the international PSTN,
to the subscriber at the final destination, either on board ship or on shore, use the
following procedure.
Immediately after PTS tone is received from the CES, select the service and
subscriber required, by keying a sequence in the following general from:
- the country access code for the country being called , may be either the international
telephone country code, for a land-based subscriber, or an Inmarsat telephone
Ocean Region Access Code, for another SES.
-the number code for the area in the country where the called subscriber is located
-the telephone number for the called subscriber, witch may be either a standard PSTN
telephone number, for a land-based subscriber, or the identification number of
another SES in the case of a ship-to-ship call.
- the # character, which must be entered to signify the end of the calling sequence.
Within approximately 15 seconds the ringing tone of the called subscriber should be
heard . When the subscriber answers, the telephone link to the subscriber is
established, and conversation can commence.
Note that the charging period begins when the subscriber answers and continues until
either you or the subscriber disconnect the link. To clear down the call, replace the
telephone handset.
00 44 171 7281000 #
171 = the area code for London (leading zero digit is omitted)
00 873 1234567 #
The Inmarsat system offers the user a large and growing range of voice-band data and
facsimile services. Terminals do not need special authorization or commissioning
from Inmarsat or the CESs to utilize the services available.
Both data and facsimile transmission can be two-way, and the call can be initiated by
either the SES operator or the shore-based user.
Data/facsimile on Inmarsat-A
Generally, the faster the speed of the modem, the faster the data can be transmitted,
and the cheaper the call. The current generation of modem technology enables data to
be transferred over the Inmarsat-A system at up to 14200 bit/s. Even higher speeds
can be achieved with optimum conditions, such as over a higher-quality landline.
At 14200 bits/s, an average page of text containing 2500 characters ( = 20 000 bits)
can be transmitted in about 1 second (after the handshaking phase between the data
equipment has been completed, which can take about 20 seconds). If data
compression techniques are used, the amount of data transmitted is increased quite
considerably.
Since the start of the new Network Co-ordination Stations (NCSs) in the summer of
1993, it has been possible to allocate dedicated voice and data/facsimile channels via
the NCS in a more flexible way. It has been noted that many SESs and shore-based
user equipment use too high an audio transmit level and the resulting over-deviation
causes interference in adjacent channels. This is not normally a problem on voice
channels, but can cause interference on data and facsimile channels.
It is essential that when SESs are engaged in sending facsimile or data traffic they
specify an uncompanded channel in their request burst.
It is also essential that any voice communication when using uncompanded channels
be kept to an absolute minimum.
Data/facsimile on Imnarsat-B
Most Inmarsat-B Ship Earth Station come equipped with data and facsimile
interfaces as part of the supplied equipment. All that is required is to connect suitable
High-Speed Data
INMARSAT-C
When in great and imminent danger, the Inmarsat-C may be used to send a distress
alert. The message is routed automatically through a Coast Earth Station (CES) to a
land-based ordination Centre (RCC).
(A) Thedistress alert buttons, which send a brief distress alert which contains
summarised information of the distress incident.
(B) The terminal’s menu facilities to send a more detailed distress priority message,
which includes the precise detailed of the distress incident circumstances and a
description of the assistance required.
For terminals fitted with a remote distress button (or combination of buttons), a
distress alert is sent simply by pressing the button or buttons,and holding down for
the required number of seconds.
Note, however, the following points about using the remote distress alert buttons:
Note 1-Sending a distress alert by pressing the distress button sends only pre-
programmed information, dated from it was previously entered. Because the ship’s
position, course and speed may have changed, the informationsent to the rescue
authorities should be updated by sending either an updated distress alert from your
terminal or a more detailed distress priority message.
Note 2-Pressing the remote distress button sends a distress ale immediately viathe
Inmarsat system to an RCC, whether or not your SES is engaged in a message
transfer, and whether or not your SES is logged-in to an Ocean Region. This will
Note 3-To avoid sending false distress alerts, do not press the alert distressbutton,
except in a real emergency, when you are in grave and imminent danger.
Sending a distress alert using the terminal menus allows up-to-date information to be
included in the message. A typical procedure is:
(2) Work through the menus presented, entering the necessary information, viz.,
POSITION*
TIME*
COURSE / SPEED*
* Could be entered automatically.
Other important information which may aid SAR units (as allowed by time
constraints).
the intended CES , preferably the one nearest to the vessel within the
(4) Select
current Ocean Region (any CES within the Ocean Region may be selected)
(6) Wait
for an acknowledgement from the CES: repeat the distress alert,if no
acknowledgement is received within 5 minutes.
Distress priority MESSAGES can be sent using the terminal’s edit facilities, i.e.,
(1) Prepare distress message and save.
(2) Select ‘Transmit’ menu.
(3) Select distress priority-level 3
(4) Send message.
Distress priority alerts and messages will be routed with top priority on the RCC
following transmission, whatever method is employed.
Set the automatic scan on your SES to scan only your current ocean region to ensure
that your SES remains able to communicate with the RCC.
When If the reply is not received within 15 seconds, repeat the call and if no
reply is gein abtained, call a different CES. The call will normally be answered
by the RCC.
When contact has been established, send the Distress Message in the following
format:
ASSISTANCE REQUIRED
Keep the telephone/telex channel clear so that the RCC can call back when
necessary.
Alternative Procedures
Some or all of Telephone 2-digit Code Services (see Annex 11.12, Table A11.)1 may
be offered by Inmarsat Coast Earth Stations.
N.B. If the CES you select does not support the 2 -digit codes required, ask for
advice from the CES, or select another CES.
(1) Follow the procedure on your SES to select telex or telephone mode of operation,
as required.
(4) Callthe CES selected, and on receipt of the PTS tone or GA+, dial or key the
appropriate 2 digit coderequired followed by #
It must be emphasized very strongly that when working on any Inmarsat-C terminal,
NEVER GO INTO THE DISTRESS MENU. This menu many only be demonstrated
by a fully skilled and experienced GMDSS operator, who should also be very wary of
what many occur.
It is strongly recommended that there is not need to touch the keyboard at all when in
this menu; it is sufficient to look at what is there. A person skilled enough to operate
the rest of the unit should have no problem operating in the distress menu should the
need arise, especially if “cue cards” are placed adjacent to the equipment.
In the event that a falsealert is transmitted accidentally, for whatever reason, notify
the appropriate RCC to cancel the alert by sending a distress alert was sent. To cancel
[NAME]]
[CALLISING]]
[INMARSAT MOBILE NUMBER]]
[POSITION]]
CANCEL MY INMARSAT-C DISTRESS ALERT OF [DATE]]
[TIME]] UTC
= MASTER +
N
INMARSAT B ANSWER
No.
11.1.1. 1 What are the telephone codes for AOR E/ AOR W, IOR/
POR?
11.1.3. 3 How can you define the following telephone 2-digits codes:
32, 38, 39, 41, 42, 43.
11.2.3. 3 How can you define the following 2 digits codes: 32, 38, 39, 41,
42, 43.
11.2.5. 6 What is the 2-digits code (telex mode) for Maritime Assistance?
11.2.7. 1 What is the 2-digits code (telex mode) for Ship Position Reports?
11.2.9. 1 What is the 2-digits code (telex mode) for Navigational Hazards
And Warnings.
11.2.10. What is the 2-digits code (telex mode) for Medival Advice?
11.2.11. What is the acces code (INMARSAT B) for OTE – Greece – CES
Land Earth Station Operator?
No
TOPICS INMARSAT C ANSWER
11.3.10. What kind of services are available within the EGC system?
11.3.14. Write and describe the last EGC messages received by real
SEA INMARSAT C terminal.
a. RCC ?
b. CES ?
c. SES ?
d. SafetyNET ?
e. NCS ?
f. EGC ?
Describe:
a. An Inamrsat-A Antenna
b. An Inamrsat-C Antenna
6.What is the difference when using Inmarsat-C between a distress alert and a distress
message ?
a. COL ?
b. GA ?
c. MOM ?
d. NCH ?
e. WRU ?
NAVTEX
The international NAVTEX service is the system for the broadcast and automatic receipt of
MSI by means of narrow band direct printing on 518kHz ,using the Englesh language ,to meet
the requirements of the SOLAS convention .
The information Provider forwards the MSI for a given area to a 518kHz MF NAVTEX
transmiter .The purposeal of the NAVTEX system ia essentially to provide MSI relevant to
the coastal areas within the range of the MF NAVTEX transmitter network.
Complementary MSI services are provided by thi international automatic direct printing
satellite based service SafetyNET operated by Inmarsat . SafetyNET fulfils an integral role in
the GMDSS as requirement for the ships to which the SOLAS Convention applies.The ability
to receive SafetyNET service information will be necessary for all ships which sail beyound
the coverege of NAVTEX .
The Information Provider forwards the safetyNET MSI for a given area to an inmarsat-C
Coast Earth Station (CES) for broadcasting via the satellite network over an entire Inmarsat C
Ocean Region .Ships can therefor receive SafetyNET informations anywhere in that ocean
region ,irrespective of their distance from the CES/information Provider.This is an obvious
advantage when sailling remote areas but it is vital to select the correct Ocean Region on the
MSI for a given area is generally over either NAVTEX or SefetyNET (except for some
circumstances where a message may be broadcast using both services);ships equipped with
both NAVTEX receiver and a SafetyNET receiver should select an appropiate receiver to
receive MSI for a particular area .Where a costal area is not covered by the international
NAVTEX service, for example around Australia ,MSI for that area will be broadcast on
SafetyNET.
NAVAREAs/METAREAs
The world is dividet into „NAVAREAS”for the transmission of MSI.Figure S12-1 shows the
16 Navigational Areas (NAVAREAs).These are the same as the Meteorological Areas
(METAREAs)into wihich the earth’s navigable waters are sub-divided for the purpose of
SafetyNET broadcast . For each area ,a NAVAREA Co-ordinator co-ordinates the
broadcasting of navigational warnings ,and a Meteorological Issuing Service co-ordinates the
meteorological information throught that area.
Detailed example are given on Figures S12-2 to S12-5 for the NAVAREA of Europe and
South America .
To find out which MSI service ,NAVTEX or SafetyNET ,serves a particular area , a user
should refer to the information for that particular area contained in the ITU List of
Radiodetermination and Special Services Stations or relevant publications produced by
national Administrations and service providers.
MSI Broadcast
To ensure that the user knows when to receive MSI for a given area and subject ,many MSI
broadcast are scheduled , under IMO co-ordination to particular times , CES and Ocean
Region .
All navigational warnings and meteorological forecast are scheduled broadcast with safety
priority , which does not produce an alarm at the receiver
NAVTEX Equipament
NAVTEX broadcast are telex transmissions using FEC mode and are normaly received by a
dedicated receiver which contains a printer and/or display and micraprocessor and provides
the following f unctions:
(a) Receive only selected stations.
(b) Receive only certain types of messages
(c) Prevent the receptions of the same message again .
(d) Store received information.
(e) Prevent printing if signal is not good enough.
All NAVTEX message are prefixed by a 4-character gruoup;the firts denotes the transmitting
station,the second the message category ,the third and fourth the serial number .The category
code 00denotes urgent trafic and it will be always printed .
Message category
At the NAVTEX receiver the information printed or displayed may be selected to meet
operational requirements by rejecting certain classes of message. However messages with
distress or safety conotations cannot be suppressed.
The NAVTEX message categories are :
A* - navigational warnings.
B* - gale warnings .
C - ice reports.
D* - distress alerting plus SAR/Piracy information.
E - weather forecast .
F - pilot services information .
G - decca messages .
H - loran messages .
I - omega messages .
K - other navigational messages .
L* - rig movements .
V - amplification of NAV WARNINGS in A .
Z - no messages on hand .
SafetyNET
SafetyNET Broadcast
To be sure of receiving a scheduled MSI ,the equipment must be tunet to the appropriate
channel and satellite at the specified time by loggin on to the apropriate Ocean Region.
Urgent navigational warnings,sever weather warnings,and distress alert relays are transmitted
as unscheduled SafetyNET broadcast over all satellites covering the area concerned ,so that the
receiver will not miss the message, irrespective of the ocean region being monitored.
The user is advisedof the receip of an unscheduled message by the terminal giving an alarm .
All MSI broadcast made in the international MSI service are printed in the English language
national language may be added after the English text .
To avoid excessive duplication of broadcast , the IMO has authorised the following
arrangements :
EGC SERVICE
The Inmarsat C satellites communication system has a capability known as Enhanced Group
Call (EGC),which enables Information Provider to send messages for selective reception by
EGC receivers located anywere in the four Ocean Regions.
The Information Provider determines which receivers are to receive the message by including
identifying informations such as the NAVAREA/METAREA or a defined geographical area
for which the MSI is intendet along with the message individual EGC receivers can be
programmed to use this information to select only the required messages, and to reject all
Based on this selective capability the EGC system supports two services:
1. The EGC SafetyNET service, which allows the EGC receiver operator to program the
receiver with the geographical areas for which MSI will be received ,and the
categories of MSI messages required.
2. The EGC FleetNET service a commercial service,where individual EGC receivers are
programed to store an EGC Identification (ENID) code, which is used to select only
messages intended for ships belonging to a group, such as a fleet or national fag, or
subscribers to an information nservice .
SafetyNET Messages
The co-ordinator checks the message with any other information received, and edits it
accordingly, the submits the finalised text to a selected Inmarsat-C CES.
Included with the message are the following codes (known as the “C” code), to instruct the
CES and SES on how to process the message automatically:
- Service Code, to identify the message type :for example a shore – to – ship distress
alert or a meteorological forecast :
- Address Code, to identify the geographical area which the MSI is applicable – this
may be a fixed geographical area such as a one of the 16 NAVAREAs/METAREAs
shown or a temporary area determined by the originator,such as a rectangular area ,as
shown in figure S12 – 8 ;
- Repetition Code, to indicate the number of times the message should be broadcast;
- Presentation Code, to indicate the caracter set in which the message will be
transmited and printed. (The caracter set that is used is alwais the international
alphabet number 5, which is also known as 7 – bit ASCII)
The Information Provider may also choose the scheduled time(s) at which the message is to
be broadcast,and if a CES operates in more than one Ocean Region, the satellite to be used.
At the required time for transmission, the CES forwards the messages over the Interstation
Signalling Link (ISL) to the NCS for the Ocean Region.
The NCS automaticaly broadcast the message on the NCS Common Signalling Channel over
the entire Ocean Region .
All EGC receivers that meet SOLAS requirements will receive the MSI and then print the
message ,unless the operator has chosen to reject messages of that type,or the message is a
recent repeat.
Selective Reception
Althought EGC receivers will receiv and can print all SafetyNET broadcast made throughout
an entire Ocean Region, many messages may not be useful to the ship – for example those
applicable to NAVAREAs beyound the ship‘s planned voyage,or those on subject not relevant
to the ship’s circumstances. To avoid printing out a large number of unnecessary messages,the
EGC receiver can be programmed to print only the essential messages ,and to reject all other
messages.To this end ,every receiver is supplied with software which stores the Geographical
boubdaries of the BAVAREAs; the receiver then uses this information to print only those
messages applicable to the current area ,plus any other areas those messages applicable o the
current area,plus any other areas programmed by the operator.
N.B. The receiver cannot be programmed to reject “all ships” messages, such as somme shore
– to – ship distress alerts and Met/Nav warnings.
The receiver examines the message handling instructions (the “C” codes) included with each
message, and uses this information to decide which messages to print.
Similary, the receiver stores the unique number included with each message,and uses this to
avoid printing extra copies of those messages already received and printed correctly.
Position Updates
The EGC receiver must be updated regulary with the ship position in order to ensure that :
- the receiver can print all messages addressed to a specific geographical area ;
- printing is restricted to just those messages for the selected areas, otherwise the
receiver will automatically print or store all geographical addressed messages within
the entire Ocean Region if the ship’s position is not updated for 12 or 14 hours.
Under SOLAS requirements (as well as for the safety of all aboard), receipt of following types
of EGC messages is mandatory:
In addition to mandatory message types, the IMO recommends that the EGC receiver is also
programmed to receive the following messages:
- Meteorological forecast.
- MSI for any other NAVAREAs in which the ship is expected to sail
N.B. The NAVAREAs specified do not need to be adjacent to the current area.
To ensure that the EGC receiver prints only the essential messages required ,and rejects all
others, ensure that:
The EGC receiver is programed to give an audible /visual alarm on printing any distress
alerts or urgent messages since these require an immediate response.To eliminate any
unnecessary alarms ,ensure that:
- the ship position is updated regulary so that the receiver rejects messages for any
geographical areas irrelevant to the ship’s position;
- the receiver is set to give an alarm only for distress and urgent messages
Some classes of EGC receivers/SESs may not provide uninterupted monitoring of the
channel used for MSI broadcasts and may switch to a different channel for normal
commercial trafic .To improve the chance of these receivers receiving MSI
broadcast,information Provider re-broadcast some messages as follows:
Missed messages
If any messages have been missed ,for example at a scheduled broadcast time ,try the
following:
- Switch the terminal off and on again – this will clear the internal memory of all
stored messages Ids,so that if the message is re-broadcast again the receiver will not
rejecr it as a repeated message and will print it
- Check whether the CES which broadcast the message offers a re – broadcast
facility.
- The following advice intended to achived the best possible use of the SafetyNET
service:
- Ensure that all equipment associated with the EGC receiver is working properly ,as
indicated in the manufacture’s instructions, and that the printer is loaded with paper.
- Emsure that no unwanted messages are retained and that the terminal has sufficient
storage space for new messages.
- Consider using a small font ,if possible,to redoce the amount paper used for
messages.
- Ensure that the ship’s position is updated regulary so that only appropriate MSI is
received throughout the voyage.
- Enter all NAVAREAs/MATAREs and coastal areas appropriate to the voyage into
the terminal.
- Enter the wamted MSI messages types and reject any unwanted types.
- Ensure that a writen log is kept of the identities of all received messages throughout
the voyage, and that a printed copy is kept on of the all distress traffic. Other
messages should be kept on the bridge as long as they remain in force.
- N.B. if the EGC receiver facility shares a directional antena with an inmarsat – A
SES ,ensure that the antena tracks the appropriate satellite at the tine of a scheduled
broadcast. This configuration is not recomanded .
The following advice intended to achived the best possible use of the SafetyNET service:
- Ensure that all equipment associated with the EGC receiver is working properly ,as
indicated in the manufacture’s instructions, and that the printer is loaded with paper.
- Ensure that no unwanted messages are retained and that the terminal has sufficient
storage space for new messages.
- Consider using a small font ,if possible,to redoce the amount paper used for messages.
- Ensure that the ship’s position is updated regulary so that only appropriate MSI is
received throughout the voyage.
- Enter all NAVAREAs/MATAREs and coastal areas appropriate to the voyage into the
terminal.
- Enter the wamted MSI messages types and reject any unwanted types.
- While in port,keep the EGC receiver in operation, to ensure that all necessary NSI is
avaible before sailling.
- Ensure that a writen log is kept of the identities of all received messages throughout the
voyage, and that a printed copy is kept on of the all distress traffic. Other messages
should be kept on the bridge as long as they remain in force.
Troubleshouting
If no MSI have been printed or stored within a 24 hours period ,try the following :
- Carry out a Performance Verification Test (PVT) on the Inmarsat-C SES ,referring
to the manufacturer’s instructions for details.
- Use the 2 – digit cde service 33 (Request for tehnical assistance) with a selected
CES that supports the service.
Navigational warnings
ZCZC
NAVAREA ONE 075.
BALTIC SEA. KADETRENDEN. CHART BA 2365. DANGEROUS WRECK
LOCATED 54 – 43 . ON 12 – 24 . 6 E MARKED BY SOUTH CARDINAL
LIGHTBUOI 100 METRES SOUTHWORD.
NNN
The EPIRB signal indicate that one or more persons are in distress, that they may
no longer be on board a ship or aircraft and that receiving facilites may no longer
be available.
A cost station (i.e. Local User Terminal) receving an EPIRB transmission would
consider that the vessel in distress is unable to transmit a distress message and so
a Mayday Relay would normally be transmitted to ship in the area by any suitable
means, e.g. Inmarsat, DSC, NAVTEX.
All EPIRBs should have arrangements for a local manual ativation or float-free
release and self activation. Remote activation from the navigating bridge, while
the EPRIB is installed in the float-free mounting, may also be provided. The
equipament , mounting and releasing arrangements should be reliable, and should
operate satisfactorily under the most extreme conditions likley to be met at sea.
Manula distress alert initiation should require at least two independent actions.
All types of EPIRBs should also be equipped with a light of 0.75 candela,
flashing with a low duty-cycle ratio, which is automatically activated by the onset
of darkness.
COSPAS-SARSAT EPIRBs
The positin of the EPIRB can be found by the satellite using Doppler frequnecy-
shift measurement techniques. However , some 406 Mhz EPIRBs transmit
digitally coded information, including: ship indentification, date, country of
origin, nature of distress, and (if interfeced with, for exemple a GPS recevier) the
position.
The VHF EPIRB is intended for use in A1 sea areas and operate by transmitting a
DSC distress alerting signal on the frequency 156.525 Mhz (channel 70).
Some VHF DSC EPIRBs also incorporate a 9 Ghz radar transponder for the
purpose of providing a locatng signal.
Registration, Care, Use And Disposal
Masters must ensure that their EPIRBs have been registered with the relevant
authority in the flag State, enabiling details to be available to SAR authrities
when requested.
Note To prevent the EPIRB from being dragged under water, the lanyard
should never be attached to the ship, or arranged in such a way that it can be
trapped in the ship’s structure when floating free.
The EPIRB should not be activated if SAR units are already on-scene. If
previously activated, it should be switched off when rescue units arrive.
Damaged EPIRBs or those on a ship going for scrap should be made inoperable.
Remove the battery before demolition or before returning it to manufacture for
re-programming. On-vessels being sold to new owners, the EPIRB must be re-
registered
These are used to home SAR units to the positions of a person in distress. They
operate on the 9 Ghz band6 and only transmit, assuming they are switched on,
when interrogated by another radar.
The SART should operate correctly when triggered by another vessel’s radar at
distances of up to at least 5 nautical miles. Detection at longer ranges will be
achieved from aircraft ; at 3000 ft, for example, the aircraft radar should elicit a
useful response up to 30 nautical miles away from de SART.
The SART paint on the radar display may be more easily identified, especially if
clutter or many other targetsare present, by detuning the SAR unit’s radar.
Detuning reduces the intensity of return echoes on the display but allows the
SART signal to be seen more easily since the SART emits a broad-band signal
which detuning does not affect to the same degree.
(4) State the fundamental difference between the Inmarsat EPIRBs and the 406 Mhz
GENERAL REGULATIONS
The radio service of a ship is under the supreme authority of the Master or other person
responsible for the ship.
These are normally issued by the national Administration, but can also be issued by
another office or institute on behalf of the national Administration. The licence should
be displayed near to the radio equipment and shows the following:
The licence should be permanently displayed near the main ship station control point.
Documents to be carried
The Radio Regulations require that ships for which a radio installation is required by
international agreement carry the following documents:
(1) Ship’s Radio Licence
(2) Radio Operators’ Certificates
(3) GMDSS Radio Log – book
(4) ITU List of Call Signs and Numerical Identities of Stations used by the Maritime
Mobile and Maritime Mobile– Satellite Services.
(5) ITU List of Coast Stations.
(6) ITU List of Ship Stations.
(7) ITU List of Radiodetermination and Special Service Stations.
The ITU information lists included in the compulsory carriage requirement for ITU
documentation on board a ship station contain:
Unauthorised Transmissions
It is also useful to remember that you should only radiate as much power as is necessary
to ensure a good communication llink and that, before transmission on any frequency or
channel,you must ensure you are not going to interfere with transmissions already in
progress.
Test Transmission
These should be kept to a minimum and should, if possible, be carried out using
an artificial antenna (dummy load) and/or reduced power.Distress frequencies
should not be used unless absolutely necessary.Test or tuning signals should be
for less than 10 seconds and should include the call sign or other identification.
Daily Tests
Weekly Tests
Monthly Tests
The order of priority for communications* in the Maritime Mobile Service and the
Maritime Mobile-Satellite Service is as follows:
11. It is recognized that the full scheme may be impractical in fully automated
systems but, even so, category 1 (distress) shall always receive priority.
2. Where would you find details of your intership R/T working frequencies?
POWER SUPPLIES
To comply with the SOLAS Convention, ships are required to have available a supply
of electrical energy sufficient to operate the radio installation, and to charge any
batteries used as part of reserve source of energy, at all times while at sea.
Alternative sources of energy to power of ship earth station should also be sufficient for
all of the ancillary equipment necessary for its normal functioned, including the antenna
tacking system where provider.
The reserve sources of energy should be adequate for at least one hour or six hours,
depending whether the ship is provided with an emergency source electrical power
complying with regulation 42 or 43, as appropriate, of SOLAS chapter II-1. The reserve
power supply must be independent of the propelling power of the ship and the ship’s
electrical system.
Many modern bulkhead switches and distribution boxes have overload trips which can
be reset at the push of button.However if after resetting, it “trips” again then you
probably have a fault which needs tracing and rectifying.
Must equipment is individually fused. Fuses are used to protect the equipment and the
operator in the event of a fault.
When replacing blown or suspect fuses observe the Following safety procedures:
- The power supply MUST be switched off before taking a fuse out for testing.
- Replacement fuses MUST have the correct rating.
Battery Types
Battery cells provide electrical energy by means of electrochemical reaction involving the
exchange of electrons between the positive and negative electrodes (or plates) of the cell
through an electrically conducting ion-exchange medium, in liquid or paste from, called
the electrolyte.When an external electrical load is connected a current is generated as
electrons transfer from the negative electrode, or cathode, to the positive electrode, or
anode.
As the cell delivers electrical energy, the chemical composition of electrodes is changed ;
the capacity of the cell will eventually be exhausted when no further chemical change is
possible.For the class of batteries constructed from primary cells, the battery is of no
further use once this point is reached since reacharging is not a practical proposition.
For the class of batteries constructed from secondary cells,however, the chemicalreaction
involved is easily reversed if electrical energy is fed back into the cells.The battery can
then be used again.Thus secondary cells are used in rechargeable batteries.
The defining characteristic of the various types of cell is the cell voltage, which is open-
circuit potential difference, also called the electro-motive force (emf), between the
electrodes and the electrolyte.
The ampere-hour capacity ( AHC ) of a battery of cells indicates the amount of energy it
can deliver over a standard discharge period, usually 10 or 20 hours.
A battery, in good condition, rated at 140 ampere hours at the 10 hours rate, for
example, can deliver 14 amps for 10 hours, more than 7 amps for 20 hours, but
something less than 28 amps for 5 hours.
Primary Batteries
Primary batteries have a single lifespan, meaning that they cannot be recharged and
therefore require periodic replaicement. Althaught not rechargeble, primary batteries have
compensating advantages in many applications where small size and long storage life are
the main consideration.Over the smaller range of battery sizes, the ratio of power output
to weight or size is typically superior for primary cells. In addition, primary batteries
generally have superior storage characteristics.
ANTENNAS
General
VHF Antennas
MF/HF Antennas
In the MF/HF bands, however, wavelengths vary from 180 meters (1650 KHz) to
about 12 meters (25 MHz). Resonant ¼ or ½ wavelength antennas covering the
entire frequency range are therefore not possible. The problem can be eased by
using a number of separate antennas, each covering a single band or several
harmonically related bands.
An antenna tuning unit (ATU) is usually used to “match” the transmitter output
to the antenna over a wide range of frequencies. In effect, the ATU use electrical
components, i.e. coils (inductors) and capacitors, to achieve a resonant electrical
length in combination with the actual physical length of the antenna.
Nevertheless, it must be noted that the efficiency will vary over the frequency
range because the radiating efficiency is still determined by the physical length
of the antenna. Even if the ATU can match a very short antenna to the
transmitter, for example, the overall efficiency will be poor.
Connections between the transceiver, the ATU and the main antenna should be
kept as short as possible to ensure the efficient transfer of energy to the antenna.
However, because of lack of space on board many modern ships, most GMDSS
fittings use vertical whip antennas for MF/HF transmissions. For example, the
Antenna Maintenance
All antennas should be kept clean, salt deposits removed, and feeders and
brackets checked regulary.
The various insulators must also be checked for cracks and must be cleaned
regulary. The safety loop on a wire antenna prevents the antenna falling if undue
strain (e.g. , from high winds or build-up of ice) is placed upon it; the weak link
should break in the first instance rather than the antenna.
Before doing any maintenance work on any antenna, ensure that the power is
removed from the equipment and that the main fuses are removed and kept in a
safe place (a pocket is often the simplest and safest place).
Even though a shock from an induced RF voltage may only startle rather than
An antenna rigging plan should be available showing the positions of the various
antennas.
Fig 16.1
2. State the meaning of the following abbreviations/terms which are used within
the Inmarsat communications system:
(a) CES
(b) NCS
(c) MES
(d) Kpbs
4. Which of the following signals provide a “homing” facility for SAR purposes?
(a) 406 MHZ
(b) 121. 5 MHz
5. If, for any reason, an EPIRB is activated accidentally, describe the procedure
which the staff on board the ship should follow in order to cancel th false distress alert.
TRAFFIC CHARGING
Charges for calls via coast stations can be found in the ITU List of Coast
Stations.
Terrestrial charges may comprise:
a) the land-line charge – in special drawing rights (SDR) or gold francs (GF);
b) the coast station charge:
c) the ship charge;
d) any charges for special services;
e) any local taxes, e.g.,Value Added Tax (VAT).
Note: Different Administrations use different currencies when dealing with radio
traffic charges.
These currencies are usually the special drawing right (SDR), the gold franc
(GF), the U.S. dollar ($) and the pound sterling (£); exchange rates are published
daily in Lloyd’s List. The gold franc is linked to the SDR by a fixed ratio, i.e.,
3.061 GF=1 SDR.
RADIOTELEGRAMS
Radiotelegrams
PREFIX
PREAMBLE
ADDRESS
TEXT
SIGNATURE
P - Private correspondance
MSG - Messages to /from Master on ship’s business
OBS - Reports to Met Office
AMVER - To AMVER Centre in New York
DATE/TIME Date and time (in UTC) when the message was handed in
for transmission.
Radiotelegrams sent via satellite circuits follow the same format as for
terestrial transmissions, but the 2-digit code 15 may be used to expedite the
message.
Example:
Signature MASTER
Some specimen exam questions are given below which candidates should work
through, using the standard documentation, and check with the instructor:
1. Your ship is the Atlantic Ocean Region and you make an automatic
telephone calls to a subscriber in Sierra Leone via Goonhilly CES.
What is the charge in gold francs if the the call duration is 4 minutes?
3. Excluding VAT, what is the charge for a 54 second automatic telex call on
HF from a U.K.-registered vessel to an addresse in Paris, assuming that the call
is made via Portishead Radio.
4. What is the charge, excluding VAT, for a 2.5 minute automatic telephone
connected call via Goonhilly CES ship to ship?
5. What is the charge for a standard 5 minute MF R/T link call via a Norvegian
coast station to a subscriber in Oslo?
6. Your vessel is 10 miles off Cullercoats Radio (U.K.) and you wish to make a
person to person radio telephone call to a subscriber in Italy.
a) Which frequency band would you use?
b) What is the total cost of this call if the call duration is 5 minutes?
8. What is the cost, in gold francs, of an Inmarsat-C telex call of 2.5 kbits to a
subscriber in Liberia?
* Ship-aircraft
+Channel 6 is also the primary inter-ship
frequency
60 156.025 160.625 17 9 25
01 156.050 160.650 10 15 8
61 156.075 160.675 23 3 19
02 156.100 160.700 8 17 10
62 156.125 160.725 20 6 22
03 156.150 160.750 9 16 9
63 156.175 160.775 18 8 24
04 156.200 160.800 11 14 7
64 156.225 160.825 22 4 20
05 156.250 160.850 6 19 12
65 156.275 160.875 21 5 21
06 156.300 1
66 156.325 160.925 19 7 23
07 156.350 160.950 7 18 11
HMCG – Small ships rescue
67 156.375 156.375 9 10 9
08 156.400 2
Mainly shipping agents
68 156.425 156.425 6 2
Pilotage
09 156.450 156.450 5 5 12
69 156.475 156.475 8 11 4
Oil pollution
10 156.500 156.500 3 9 10
70 156.525 156.525 Digital selective calling for distress, safety and calling
11 156.550 156.550 3 1
71 156.575 156.575 7 6
12 156.600 156.600 1 3
72 156.625 6
Navigation safety communications
73 156.675 156.675 7 12 11
14 156.700 156.700 2 7
74 156.725 156.725 8 Mainly shipping agents
15 156.750 156.750 11 14 on-board communications
14
- 161.350 161.350 on-board communications
77 156.875 10
18 156.900 161.500 3 22
78 156.925 161.525 12 13 27
19 156.950 161.550 4 21
79 156.975 161.575 14 1
20 157.000 161.600 1 23
80 157.025 161.625 16 2
21 157.050 161.650 5 20
81 157.075 161.675 15 10 28
22 157.100 161.700 2 24
82 157.125 161.725 13 11 26
23 157.150 161.750 5
83 157.175 161.775 16
24 157.200 161.800 4
84 157.225 161.825 24 12 13
25 157.250 161.850 3
85 157.275 161.875 17
26 157.300 161.900 1
86 157.325 161.925 15
27 157.350 161.950 2
87 157.375 157.375 14
28 157.400 162.000 6
88 157.425 157.425 18
AIS 1 161.975 161.975
AIS 2 162.025 162.025
Ship
Channel Ship
Transmit Use
Number Receive MHz
MHz
Port Operations and Commercial, VTS.
01A 156.050 156.050 Available only in New Orleans / Lower
Mississippi area.
Port Operations or VTS in the Houston,
05A 156.250 156.250
New Orleans and Seattle areas.
06 156.300 156.300 Intership Safety
07A 156.350 156.350 Commercial
08 156.400 156.400 Commercial (Intership only)
Boater Calling. Commercial and Non-
09 156.450 156.450
Commercial.
10 156.500 156.500 Commercial
11 156.550 156.550 Commercial. VTS in selected areas.
12 156.600 156.600 Port Operations. VTS in selected areas.
Intership Navigation Safety (Bridge-to-
bridge). Ships >20m length maintain a
13 156.650 156.650
listening watch on this channel in US
waters.
14 156.700 156.700 Port Operations. VTS in selected areas.
Environmental (Receive only). Used by
15 -- 156.750
Class C EPIRBs.
International Distress, Safety and
Calling. Ships required to carry radio,
16 156.800 156.800
USCG, and most coast stations maintain
a listening watch on this channel.
17 156.850 156.850 State Control
18A 156.900 156.900 Commercial
19A 156.950 156.950 Commercial
20 157.000 161.600 Port Operations (duplex)
20A 157.000 157.000 Port Operations
21A 157.050 157.050 U.S. Coast Guard only
Coast Guard Liaison and Maritime Safety
22A 157.100 157.100
Information Broadcasts. Broadcasts
INMARSAT MPDS HOME LAND EARTH STATION OPERATORS AND ACCESS CODES
5 JANUARY 2007
Land Earth Station Country Ocean Region Supporting
Operator AOR-E AOR-W IOR POR RLES
INMARSAT INFORMATIONS
TABLE A6.1: Telephone 2-digit Code Services
37 Time And Duration Use this code to find out the time and
duration of a call. This will normally be in
the form of a short telex at the end of the
connection with the time and duration of the
call.
Note
The 2 Digits Codes: 32;38;39;41;42;43 are Distress and Safety related codes
37 Time And Duration Use this code to find out the time and
duration of a call. This will normally be in
the form of a short telex at the end of the
connection with the time and duration of the
call. Normally, the telex operator on the
vessel should terminate the call with 5 full
stops (…..) to obtain this service.
91 Automatic Line Testing This code is normally used for a line check.
On telex the following line is normally sent
automatically from the CES: THE QUICK
BROWN FOX JUMPS OVER THE
LAZY DOG 1234567890.
Note
The 2 Digits Codes: 32;38;39;41;42;43 are Distress and Safety related codes
DER Out of order This code is returned when the path to the
called telex terminal is faulty and the called
teleprinter fails to respond to WRU signals.
NDN Meaning
Absent subscriber. The mobile terminal is not
ABS
logged-in to the ocean region
Access barred.
ACB
ANU Deleted.
The
message
has not
been
delivered
within an
hour and
is
therefore
deleted.
ATD Attempting to deliver the message.
BUS Busy.
CI Conversation impossible.
ERR Error
FAU Faulty
INV Invalid
TIM Timeout.
CODE DESCRIPTION
MULTLX [number 1]
Direct telex connection to multiple ( i.e., at least 2 ) telex
[number 2 ]
numbers is required
COD DESCRIPTION
ANUL Delete
GA Go ahead
MNS Minutes
NC No circuits
PPR Paper
R Received
TPR Teleprinter
W Words
XXXXX Error
1. General operator's Certificate for The Global Maritime Distress and Safety System,
Course + Compendium, Model Course IMO 1.25 , Printed by PMS UK Ltd
London, 1997.
2. European Radiocommunications Committee ERC Decision of 10 March 1999 on
the harmonised examination syllabi for General Operator's Certificate (GOC) and
Restricted Operator's Certificate (ROC)(ERC 99 01).
3. IMO GMDSS-Handbook, London ,U.K., 2004.
4. Norcontrol Capella GMDSS Simulator, Technical documentations, Kongsberg
Maritime Ship Systems, Norway, 2005.
5. INMARSAT MARITIME COMMUNICATIONS HANDBOOK - INMARSAT -
London, U.K, 2005.
6. Seafarers' Training, Certification and Watchkeeping CODE 1995 (STCW Code 95,
published by IMO, London, 1996), - Part A Mandatory standards regarding
provisions of the annex to the Convention Chapter IV Standards regarding radio
personnel.
7. Seafarers' Training, Certification and Watchkeeping CODE 1995 (STCW Code 95,
published by IMO, London, 1996), - Part B Mandatory guidance regarding
provisions of the STCW and its annex; Chapter IV Guidance regarding
radiocommunication and radio personnel.
8. V. Pipirigeanu, M. Udrea, Introducere in GMDSS- Sistemul Mondial de Primejdie
si Siguranta Maritima, Ed. Europolis, Constanta, 2002.
9. Graham D. Lees, William G. Williamson, Handbook for Marine Radio Comunication,
e d. LLOYD S OF LONDON PRESSLTD., 2004.
10. ITU Manual for Use by The Maritime Mobile and Maritime Mobile Satellite
Services, 2006.
11. IAMSAR Manual – International Aeronautical and Maritime Search and Rescue
Manual, 2001.